REPORT  ON 


Grade  Crossing 
Elimination 

In  the  City  of  Syracuse 


FINDINGS  OF  THE  GRADE  CROSSING  COMMISSION 
AND  REPORT  OF  BION  J.  ARNOLD 
CONSULTING  ENGINEER 


♦  ♦ 
♦ 


1917 


o 


’  \ 


V 


Digitized  by  the  Internet  Archive 
in  2018  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/reportongradecroOOsyra 


REPORT  ON 


A 


(A 


S 


Grade  Crossing  Elimination 


In  the  City  of  Syracuse 


Findings  of  the  Grade  Crossing  Commission 
and  Report  of  Bion  J.  Arnold 
Consulting  Engineer 


The  Grade  Crossing  Commission: 

ALEXANDER  T.  BROWN,  Chairman 

HENRY  H.  S.  HANDY  ALBERT  J.  WILL  JOHN  T.  O’BRIEN,  THOMAS  W.  MEACHEM 
HENRY  C.  ALLEN,  Engineer  ROBERT  H.  JONES,  Secretary 


Syracuse,  1917 


F  /?  BdLber 


iZi'  II 

Si9r 


NORTHWEST  ON  GENESEE  STREET  FROM  CLINTON  SQUARE 


Report  of  the  Syracuse  Grade  Crossing  Commission 


Syracuse,  December  31,  1915. 

For  many  years  the  presence  of  the  New  York  Central  railroad  in  Washington  street,  of  the  West 
Shore  railroad  as  it  crossed  State,  James,  Salina  and  other  streets,  and  of  the  Delaware,  Lackawanna  & 
Western  railroad  as  it  crossed  Salina,  Onondaga,  West  and  other  streets,  all  at  grade,  had  been  placing  a 
burden  upon  street  traffic,  and  a  menace  upon  life  and  liml)  which  increased  from  year  to  year  with  the 
increase  of  the  business  of  the  railroads  and  the  growth  of  the  city  in  its  activities  and  j)opulation. 

In  1899  a  protest  against  railroad  crossing  conditions,  which  had  long  been  smouldering,  burst  into 
flame,  and  the  city  administration  employed  i\Ir.  Henry  B.  Seaman,  a  civil  engineer,  to  investigate,  make  a 
plan  and  rej)ort  on  a  project  to  relieve  the  city  of  crrossings  at  grade.  A  plan  and  report  were  made.  'I'hey 
took  under  consideration  only  the  New  York  Central  and  West  Shore  situation,  and  proposed  to  elevate  the 
line  of  the  West  Shore  as  it  passed  through  the  city.  The  New  York  Central,  the  lessee,  was  to  abandon 
its  line  in  Washington  street  and  use  the  new  West  Shore  structure,  thus  relieving  Washington  street  and 
all  those  which  intersected  it,  of  steam  railroad  operation  at  grade.  A  lack  of  public  interest  and  the 
financial  inability  of  the  city  to  undertake  a  project  of  such  a  magnitude  seem  to  have  placed  a  quietus 
upon  the  proposition.  At  any  rate,  there  is  no  record  of  further  action  having  been  taken  in  this  matter, 
and  it  was  not  until  1911  that  interest  was  again  displayed. 

During  1911,  Mayor  Edward  Schoeneck  became  impressed  with  the  dangers  and  annoyances  incident 
to  the  grade  crossing  situation,  and  in  several  conferences  with  the  New  York  Central  railroad  officials 
sought  to  obtain  their  views  and  co-operation  in  a  movement  to  relieve  the  city  from  crossings  at  grade. 
The  company  showed  a  willingness  to  co-ojierate,  and  prepared  a  jilan  for  elimination  of  New  York  Central 
and  West  Shore  crossings  by  elevation  along  the  existing  line  of  the  West  Shore  railroad.  This  plan, 
together  with  an  estimate  of  cost,  was  submitted.  It  soon  became  evident  that  the  ordinary  machinery 
of  city  government  would  be  unable  to  cope  efficiently  with  a  project  of  such  magnitude,  and  the  Common 
Council  by  ordinance,  October  9,  1911,  authorized  the  IMayor  to  appoint  a  Commission.  Alan  C.  Fobes, 
Henry  H.  S.  Handy,  Alexander  T.  Brown,  Albert  J.  Will,  and  John  T.  O’Brien  were  appointed  as  Commis¬ 
sioners  and  adopted  the  name  “  Syracuse  Grade  Crossing  Commission.” 

Several  conferences  were  held  with  representatives  of  the  New  York  Central  and  Delaware, Lackawanna 
&  Western  railroad  companies,  and  the  detail  of  the  ])roject  was  studied  and  comprehended.  It  was  soon  rea¬ 
lized  that  in  order  to  accomplish  indefinite  results,  such  a  Commission  should  be  clothed  with  ])ower  and 
authority,  and  an  application  was  made  to  the  State  Legislature  of  1912  for  an  act  to  accomplish  that  purpose. 

U])on  April  19,  1912,  “  an  act  to  provide  for  the  relief  of  the  city  of  Syracuse  from  crossings  at  grade 
of  the  streets,  avenues  and  public  grounds  therein  by  railroads  operated  by  steam  ”  became  a  law,  and  the 
men  constituting  the  original  Commission  were  named  therein  as  Commissioners.  'I'his  Commission  was 
atithorized  to  enter  into  contracts  with  railroad  companies  to  provide  for  the  elimination  of  grade 
crossings,  and  to  raise  and  expend  the  money  necessary  to  acconqjlish  this  purpose. 

There  has  been  but  one  change  in  the  personnel  of  the  Commission.  IMr.  Fobes  resigned  and 
[  homas  W  .  IMeachem  was  appointed  in  his  place,  December  4,  1912,  in  the  manner  provided  by  law. 

Immediately  upon  its  organization,  the  Grade  Crossing  Commission  commenced  its  study  of  the 
situation  regarding  the  location  of  the  steam  railroads  as  they  enter,  pass  through  and  leave  the  city.  The 
two  companies  which  maintain  steam  railroad  facilities  in  the  city  are  the  New  York  Central  and  the 
Delaware,  Lackawanna  &  Western  railroads.  The  New  York  Central  comi)any  controls  and  ojierates, 
in  addition  to  its  main  line  from  ^Vlbany  to  Buffalo,  the  following:  The  New  York,  West  Shore  &  Buffalo 
railroad,  the  Auburn  branch,  the  Rome,  Watertown  dc  Ogdensburg  railroad  and  the  Chenango  branch. 
One  ])assenger  station  located  in  the  center  of  the  city  is  use<l  by  all  of  these  lines.  The  princi])al  freight 
station  and  yard  for  New  York  Central  delivery  is  located  west  of  the  passenger  station  between  West 

393203 


6 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


street  and  Geddes  street  as  the  east  and  west  boundaries,  and  the  Erie  canal  and  the  Delaware,  Lacka¬ 
wanna  &  Western  railroad  property  adjoining  West  Fayette  street  as  the  north  and  south  boundaries. 

A  freight  station  and  yard  for  West  Shore  delivery  is  located  on  Canal  street  between  Townsend  and 
IMcBride  streets,  and  one  for  northern  delivery  on  North  Clinton  street,  north  of  West  Belden  avenue. 

A  by-pass  line  for  through  freight  is  constructed  along  the  northern  border  of  the  city,  and  near  its 
junction  with  the  Rome,  Watertown  &  Ogdensburg  railroad  is  a  freight  transfer  yard.  The  roundhouse 
for  the  stabling  of  locomotives  is  located  in  the  main  freight  yard  between  West  street  and  Geddes  street. 
This  building  houses  all  the  locomotives  held  within  the  city  limits  for  service  on  these  lines.  The  portion 
of  the  Auburn  branch  now  abandoned  for  through  service  between  the  Syracuse  station  and  Solvay  is 
maintained  as  an  industrial  branch;  an  industrial  branch  is  laid  in  Pearl  street.  Salt  street.  Basin  street. 
Sunset  avenue.  Exchange  and  Free  streets,  from  James  street  on  the  south  to  the  city  line  on  the  northeast, 
and  another  industrial  branch  is  laid  in  Canal  street  from  the  Oswego  canal  on  the  west  to  North  Beech 
street  on  the  east.  Besides  these  main  industrial  branches,  many  sidings  are  maintained  connected  with 
them,  serving  various  industries  of  the  city. 

In  its  passage  through  the  city  the  New  York  Central  railroad  from  Beech  street  to  Franklin  street 
occupies  the  center  portion  of  Washington  street,  with  two  tracks  at  street  grade,  and  crosses  in  this 
course  all  of  the  intersecting  streets  at  grade  except  Beech  street,  as  follows :  Pine  street.  Walnut 
avenue,  University  avenue,  Crouse  avenue,  Irving  avenue,  Forman  avenue,  Almond  street.  Orange  street. 
Grape  street.  State  street,  the  intersection  of  Genesee  and  Montgomery  streets,  Warren  street,  Salina 
street,  Clinton  street  and  Franklin  street.  West  of  Franklin  street,  at  the  passenger  station,  the  tracks  are 
not  in  a  longitudinally  travelled  highway,  but  they  cross  at  grade  the  following  named  streets  before  the 
city  line  is  reached;  West  street,  Geddes  street  and  Hiawatha  avenue.  At  West  Genesee  street  crossing 
the  grades  of  street  and  railroad  were  separated  a  nuniber  of  years  ago,  and  the  street  now  passes  under 
the  railroad. 

The  West  Shore  railroad,  entering  the  city  an  the  east,  north  of  the  line  of  the  New  York  Central, 
passes  through  practically  parallel  with  it,  and  leaves  at  the  west  line  only  a  short  distance  to  the  north. 

In  its  course  it  crosses  at  grade  the  following  named  streets :  Peat  street,  Greenway  avenue.  Teall  avenue. 
Vine  street.  Beech  street.  Elm  street,  Lodi  street,  Crouse  avenue,  Ploward  street,  Catherine  street,  McBride 
street,  Townsend  street.  State  street,  James  street.  Pearl  street.  Willow  street,  Salina  street,  Clinton  street, 
Franklin  street.  West  street.  Plum  street,  Maltbie  street,  Leavenworth  avenue  and  VanRensselaer  street. 
The  crossings  at  Sand  street,  Geddes  street  and  Liberty  street  are  over  the  streets.  Further  west  Hiawatha 
avenue  is  crossed  on  a  bridge. 

The  Auburn  branch  was  so  altered  several  yeers  ago  that  trains  running  upon  that  line  now  follow 
the  main  line'  west  from  the  station  to  the  city  line,  and  in  the  case  of  trains  on  the  Chenango  branch  the 
main  line  tracks  from  the  station  east  to  the  city  line  are  used. 

The  Rome,  Watertown  &  Ogdensburg  railroad,  upon  leaving-  the  New  York  Central  station.  ])asses 
northward  across  Water  street,  through  Franklin  street,  across  West  Genesee.  Willow  and  Noxon  streets, 
Belden  avenue  and  Laurel  street,  and  through  North  Clinton  street,  across  Division  street,  Spencer 
street  and  Bear  street,  and  near  the  lake  across  Hiav  atha  avenue  and  North  Salina  street. 

The  Delaware,  Lackawanna  &  Western  railroad  maintains  but  one  line  through  the  city,  that  leading  j 
from  Binghamton  to  f)swego.  Its  passenger  station  is  centrally  located  near  the  State  armory  on  Jefferson  I 
street  between  Clinton  street  and  (bnondaga  creek.  Its  main  freight  station,  recently  constructed,  and  j 
freight  yard  are  in  the  immediate  vicinity  of  the  station,  between  Onondaga  street  and  Jefferson  street, 
bounded  westerly  by  Onondaga  creek  and  easterly  by  Clinton  street.  i 

Another  yard  is  maintained  south  of  the  main  New  York  Central  yard  between  Geddes  street  and  | 
West  street  alongside  West  Fayette  street,  and  a  freight  house  near  West  street  on  West  Fayette  street  is  I 
used  for  outgoing  freight.  The  locomotive  roundhouse  is  located  at  the  corner  of  West  Fayette  street  and  j 
Magnolia  street.  .Vll  along  the  main  line  are  switches  and  branches  to  industries.  The  real  estate  depart-  I 
ment  of  this  railroad  company  is  in  possession  of  large  tracts  of  land  in  the  salt  lands  lying  in  the  i 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


7 


northerly  part  of  the  city,  adjoining  the  head  of  Onondaga  lake.  For  the  purpose  of  i)roviding  this  land, 
destined  for  industrial  development,  with  railroad  service,  a  branch  from  the  main  line  near  the  State 
fair  grounds  west  of  the  city  has  been  constructed  since  the  year  1909  southerly  into  the  city  to  a  point 
near  the  junction  of  Division  and  Solar  streets.  It  connects  here  with  the  New  York  Central  line  in  North 
Clinton  street. 

Upon  entering  the  city  from  the  south,  the  main  track  of  the  Delaware,  Lackawanna  &  Western 
railroad  is  upon  a  private  right  of  way  until  it  reaches  Clinton  street.  It  passes  through  Clinton  street 
to  Onondaga  street,  and  thence  northerly  it  is  upon  its  own  right  of  way.  In  ])assing  through  the  city  it 
crosses  streets  as  follows :  Over  Brighton  avenue,  Colvin  street  at  grade,  Croton  street  and  Renwick 
avenue.  Sizer  street.  Burt  street.  Orange  street.  Grape  street.  State  street,  Montgomery  street,  Taylor 
street,  Salina  street,  Temple  street,  Adams  street,  Onondaga  street  and  Gifford  street,  Clinton  street,  Dick¬ 
erson  street,  Jeff'erson  street.  West  street  and  Walton  street.  West  Fayette  street,  Geddes  street  and 
Hiawatha  avenue  at  grade.  It  passes  over  West  Genesee  street  alongside  the  New  York  Central.  The  salt 
lands  industrial  branch  enters  the  city  along  the  west  shore  of  Onondaga  lake,  and  at  present  crosses 
Hiawatha  avenue  at  the  intersection  of  Geddes  street  at  grade.  It  crosses  the  foot  of  Sand  street  and 
Maltbie  street,  but  passes  under  Leavenworth  avenue.  The  grant  to  the  company,  March  22,  1909,  under 
which  the  branch  was  constructed,  provides  a  means  of  eliminating  the  grade  crossing  at  Hiawatha  avenire 
when  the  need  for  it  arrives. 

In  pursuance  of  its  studies  of  the  situation  the  Commission  has  kept  in  mind  the  importance  of 
convenient  and  accessible  central  stations  for  passengers  and  freight ;  the  desirability  of  concentrating  the 
service  points  of  the  two  railroads  to  as  great  an  extent  as  j)ossible,  so  as  to  render  interchange  practicable 
and  easy;  that  the  plan  adopted  must  be  one  in  which  the  railroad  companies  can  acquiesce,  since  they  are 
by  law  to  be  signatory  parties  to  an  agreement  to  be  made  ;  that  in  accomplishing  the  direct  benefits  of 
grade  crossing  elimination,  the  necessary  and  incidental  adjustments  resulting  therefrom  shall  be  of  a 
nature  beneficial  to  the  city  plan ;  that  there  shall  be  a  reduction  to  the  minimum  of  the  disagreeable, 
annoying  or  damaging  features  of  contiguous  railroad  operation;  and  that  in  the  creation  of  structures 
necessary  to  accomplish  the  principal  purpose,  consideration  shall  be  given  to  their  appearance  so  as  to 
make  them  as  attractive  as  is  consistent  with  the  circumstances. 

It  seems  unnecessary  in  this  case  to  discuss  the  self-evident  proposition  that  the  crossings  shall  be 
eliminated,  and  it  has  not  been  thought  essential  that  time  should  be  taken  or  expense  incurred  to  make 
the  investigations  sometimes  made  to  demonstrate  the  proposition  that  grade  crossings  should  be  elimin¬ 
ated.  Intimate  knowledge  gained  by  close  association  with  the  locomotives  and  trains  operating  in  the 
streets  of  Syracuse  is  sufficient  to  warrant  the  conclusion  long  ago  reached  by  everybody  that  operation 
at  grade  and  the  crossings  should  be  discontinued. 


THE  LACKAWANNA. 

Early  in  1912,  Vice  President  W.  S.  Jenney,  in  conference  with  the  preliminary  Commission, 
announced  that  the  Delaware,  Lackawanna  &  Western  railroad  conqiany  would  consider  favorably  the 
proposition  of  elevating  its  tracks  through  Syracuse  on  its  existing  line,  jirovided  the  division  of  the  cost 
was  distributed  in  the  manner  jirovided  by  the  railroad  law,  i.  e..  one-fourth  to  the  State,  one-fourth  to  the 
city  and  one-half  to  the  railroad  comjianv.  * 

He  further  stated  that  the  company  would  not  join  in  such  a  project  with  the  New  York  Central 
along  a  common  route  for  both  companies,  nor  would  it  co-operate  in  the  construction  of  a  union  station. 

In  ]\lay,  1912,  tentative  jilans  for  the  elimination  of  crossings  of  the  Delaware,  Lackawanna  & 
M  estern  railroad  by  elevating  the  railroad  tracks  to  pass  over  the  streets  were  jiresented  by  the  railroad 
company.  I  hese  plans  were  examined  and  referred  to  the  City  Engineer,  wdiose  participation  in  their 
].' reparation  and  whose  apjiroval  are  required  by  law. 


8 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


The  City  hhigineer  made  detailed  studies  froiu  time  to  time  of  the  ])roject  as  presented,  made 
certain  amendments  thereto,  and  upon  the  accpiiescence  of  the  railroad  ccmpjany  by  its  Chief  ICnj^ineer  in 
the  plans  as  amended,  they  were  ai)proved  December  24,  1913,  by  the  Chief  Engineer  of  the  railroad 
company  and  by  the  City  Engineer.  'I'he  ])lans  were  informally  ajjproved  by  the  Commission,  and  on 
April  6,  1914,  there  was  received  frcmi  the  railroad  com])any  a  tentative  form  of  contract  which  in  the 
luain  embodied  the  ideas  ])reviously  agreed  upon. 

The  Commission’s  study  of  the  New  York  Central  problem  was  then  at  such  a  stage  that  it  was 
deemed  best  to  defer  entering  into  this  contract  until  it  could  be  determined  whether  the  solution  of  the 
New  York  Central  plan  of  elimination  would  affect  the  Lackawanna  situation.  This  contract  has  not  yet 
been  made.  The  most  recent  developments,  horvever,  of  New  York  Central  plans  indicate  that  the  two 
plans  may  be  executed  without  the  necessity  of  co-ojieration  between  the  railroads  or  interference  each 
\\  ith  the  other. 

'I'he  plan  proposed  for  the  elimination  of  grade  crossings  of  the  Delaware,  Lackawanna  &  Western 
railroad  is  as  follows: 

Beginning  on  Renwick  avenue  opposite  the  end  of  Standart  street  and  of  East  Castle  street,  where 
there  will  be  no  change  in  grade,  the  new  line  follows  the  present  location  to  and  across  South  Salina 
street.  From  this  point  the  line  is  made  to  curve  so  as  to  shift  the  railroad  out  of  South  Clinton  street 
into  private  right  of  way  (to  be  acquired)  on  the  west  side  of  that  street,  and  runs  thence  on  private  right 
of  way  parallel  to  South  Clinton  street  and  adjoining  its  west  line  to,  into  and  through  the  existing 
passenger  and  freight  station  yard  of  the  com])any.  Leaving  the  northwesterly  end  of  the  yard  on  existing 
line,  it  continues  on  the  present  alignment  across  Jefferson,  West  and  West  Fayette  streets  to  private  right 
ol  w'ay,  the  end  of  this  portion  of  the  project  terminating  at  existing  grade  a  few  hundred  feet  west  of 
Oswego  street. 

'I'he  elevation  will  commence  at  the  point  in  Renwick  avenue  opposite  Standart  and  East  Castle 
streets,  will  cross  Croton  street  about  six  feet  above  present  grade,  making  it  necessary  to  close  Croton 
street  and  Renwick  avenue  at  this  crossing.  A  new  street  will  be  opened  on  the  west  side  of  the  rail¬ 
road  from  East  Castle  street  to  Sizer  street,  wdiere  a  crossing  with  a  ramp  on  the  east  side  to  reach  the  grade 
of  Reinvick  avenue  will  be  constructed.  Burt  street  will  be  closed,  but  a  new  street  to  connect  with  Orange 
street  immediately  adjacent  will  lie  opened  on  the  easterly  side  of  the  railroad.  Orange  street.  Grape  street. 
South  State  street  and  ^Montgomery  street  will  be  crossed  on  bridges,  fourteen  feet  under  clearance:  South 
Salina  street  on  a  bridge  wdth  fifteen  feet  clearance,  'I'emple  street  and  Adams  street  on  bridges  with  four¬ 
teen  feet  clearance,  Onondaga  and  Gifford  streets  on  a  bridge  with  fifteen  feet  clearance,  Dickerson  street 
on  a  bridge  fourteen  feet  clearance,  Jefferson  street  on  a  bridge  thirteen  feet  clearance.  West  street  on  a 
bridge  fourteen  feet  clearance  and  West  Fayette  street  on  a  bridge  thirteen  feet  clearance.  Taylor  street 
r'.car  Salina  street,  where  the  railroad  crosses  on  a  long  diagonal,  will  be  closed,  and  a  new  street  opened 
on  the  south  side  of  the  railroad  from  IMontgomery  street  to  Salina  street.  Additional  space  for  street 
purposes  will  be  furnished  at  the  intersection  of  'Bemple  and  South  Clinton,  at  Onondaga  and  Gifford,  and 
at  West  and  Walton  streets. 

It  is  intended  to  proceed  immediately  after  this  contract  is  made  to  j)repare  plans  for  the  elimination 
of  the  grade  crossing  at  Colvin  street  by  passing  the  street  under  the  railroad,  and  at  Geddes  street  by 
partly  raising  the  railroad  structure  and  partly  depressing  the  street  grade. 

Although  no  definite  plan  for  a  passenger  station  has  as  yet  been  presented,  it  is  assumed  that  the 
railroad  company  contemplates  its  establishment  at  or  near  the  site  of  the  present  station. 

It  is  contemplated  that  two  main  tracks  will  be  constructed  throughout,  and  the  cost  of  that  part 
of  the  work  in  which  the  city  and  State  are  expected  to  participate  will  be  about  $900,000. 

'I'wo  other  plans  for  eliminating  grade  crossings  of  the  Delaware.  Lackawanna  &  Western  railroad 
were  considered  —  one  a  jiroposition  to  depress  the  railroad  through  the  city,  the  other  to  re-route  and 
detour  it  around  the  city  on  the  southeasterly  side. 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


9 


Consider  first  the  proposition  to  depress.  'I'his  railroad  aj)proaches  tlie  city  from  the  south  on  a 
descending  grade  from  Brighton  avenue  or  further  south  to  Standart  street  or  thereabouts  of  one  foot  per 
hundred  (1  i)er  cent.).  Commencing  on  the  existing  grade  elevation  at  Standart  street,  if  a  1  ])er  cent, 
grade  is  continued  northerly,  a  depth  of  seventeen  feet  below  street  grade  (and  this  is  not  sufficient  for 
railroad  clearance)  is  not  obtained  until  a  point  five  hundred  feet  south  of  Tem])le  street  is  reached.  1  his 


Salina  Street.  Obstructed  by  Canal  bridge  under 
repairs. 

would  leave  Burt,  Orange  and  Graj)e  streets  at  grade;  State  street  would  have  to  be  raised  fourteen  feet, 
Montgomery  street  ten  feet,  Salina  street  seven  feet  and  Temple  street  five  feet  to  pass  over  the  railroad. 

d'he  railroad  at  Onondaga  creek  wotdd  come  wiihin  one  and  one-half  feet  of  the  original  creek  bottom 
and  within  eight  and  one-half  feet  of  the  lined  channel.  'I'he  bridge  floor  would  be  four  feet  in  depth;  there¬ 
fore  the  space  for  flow  of  water  in  the  creek  would  be  reduced  to  18x41/2  feet,  or  81  scpiare  feet.  'I'lie 
present  o])ening  (at  least  700  square  feet)  under  the  present  bridge  is  none  too  large.  This  situation  places 
the  proposition  out  of  consideration. 

Next  consider  the  ])ro])osition  of  detour.  .Xs  the  Delaware.  Lackawanna  &  Western  railroad 
ap'proaches  Syracuse  from  the  south  it  passes  down  the  valley  of  Butternut  creek  as  far  as  Jamesville  and 


10 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


there  turns  to  the  west  and  crosses  over  to  the  valley  of  Onondag-a  creek,  thence  down  this  valley  north¬ 
erly  and  westerl}^  through  the  city  of  Syracuse  on  its  way  to  Oswego.  It  is  practicable  as  an  engineering 
proposition  to  commence  at  Jamesville  and  continue  the  railroad  northerly  down  Butternut  creek  valley 
into  the  great  east  and  west  natural  deju'ession  in  which  are  located  the  New  York  Central  and  the  West 
Shore  railroads  and  the  Blrie  canal.  It  may  there  join  the  New  York  Central  passenger  line  and  come  into 
the  city  parallel  with  it,  or  continue  northerly  to  meet  the  Syracuse  Junction  railroad,  and  continue  with 
it  around  the  north  side  of  the  city  and  out.  Or,  a  plan  might  be  so  made  that  passenger  traffic  would 
jjass  through  the  city  with  the  New  York  Central  passenger  line,  and  the  freight  passed  by  the  city  with 
the  Syracuse  Junction  railroad. 

The  proposition  considered  was  to  begin  at  Jamesville  and  build  a  new  railroad  down  the  valley 

of  Butternut  creek,  join  the  line  of  the  New  York  Cei.tral  and  enter  and  pass  through  the  city  with  it  in 

whatever  manner  proved  best.  Both  railroads  would  adopt  the  same  plan  for  grade  crossing  elimination 
and  use  a  union  station. 

The  first  and  most  formidable  difficulty  encountered  in  this  plan  is  the  declination  of  the  railroad 
company  to  consider  it,  and  its  objections  ofifered  are  as  follows: 

First.  The  railroad  company  would  have  to  construct  for  passenger  purposes  a  new  line  from  James¬ 
ville  to  Orville,  and  thence  through  the  city  with  the  New  York  Central  to  join  existing  line  to  Oswego 
west  of  the  city.  The  length  of  the  new  line  for  this  purpose  would  be  about  eleven  and  one-half  miles. 

Second.  A  new  line  to  carry  freight  past  the  city  would  have  to  be  built  about  eight  miles  in  length, 

making  a  total  of  new  railroad  nineteen  and  one-half  miles. 

Third.  The  cost  of  this  new  railroad  would  approximate  $1,000,000,  and  the  only  purpose  which  it 
would  serve  the  railroad  company  would  be  to  enable  it  to  operate  a  line  (its  Syracuse  &  Oswego  Division) 
from  Syracuse  to  Oswego  (which  it  states  is  now  operated  at  a  loss)  without  passing  through  the  city 
of  Syracuse,  while  a  portion  of  its  Syracuse  &  Binghamton  division  (which  it  states  is  now  operated  at  a 
profit)  would  be  deprived  of  its  entrance  into  the  city,  and  the  op])ortunity  to  do  business  with  the  people 
of  this  city  destroyed. 

F'ourth.  The  passenger  line  would  be  two  miles  longer  and  the  freight  line  three  miles  longer  than 
the  present  route. 

Fifth.  The  nine  and  one-half  miles  of  railroad  from  Jamesville  through  the  city  would  have  to 
be  abandoned,  together  with  the  real  estate  and  business  developments  along  the  line.  The  assessed 
valuation  of  the  Delaware,  Lackawanna  &  Western  lands,  tracks  and  structures  in  the  city  is  over 
$1,300,000,  all  of  which  would  be  of  no  practical  value  in  the  new  scheme,  unless  the  old  tracks  were 
maintained  in  their  present  position  as  an  industrial  branch. 

Sixth.  Grave  difficulties  would  be  encountered  on  the  freight  line  in  the  vicinity  of  the  crossing 
of  Harbor  brook  in  connecting  the  proposed  new  line  with  the  existing  line  passing  northward. 

On  the  other  hand,  the  abandonment  of  the  railroad  along  the  line  as  it  now  exists  would  deprive 
business  enterprises  now  located  thereon  of  service  which  they  now  enjoy  and  compel  their  abandonment 
or  removal.  The  freight  stations  and  team  tracks  now  so  centrally  and  conveniently  located  would  also 
be  abandoned  and  located  elsewhere.  It  is  believed  that  the  injury  to  the  city  would  exceed  any  benefits 
that  might  be  expected  from  the  removal  of  the  railroad. 

A  proposition  to  permit  the  existing  line  to  re:nain  as  an  industrial  branch  even  after  the  through 
line  had  been  re-routed  was  considered.  This  arrangement  could  be  only  a  makeshift,  since  modification 
of  rail  traffic  is  not  grade  crossing  elimination,  and  the  precautions  which  must  continue  to  be  exercised 
at  each  crossing  would  still  delay  traffic  and  menace  life,  and  there  could  be  no  economy,  since  the  ex¬ 
pense  of  guarding  the  crossing  would  still  have  to  be  maintained. 

The  first  proposition  is  impracticable,  the  second  unattainable.  There  therefore  remains  only  to 
consider  whether  the  relief  from  crossings  at  grade  is  to  be  obtained  by  elevation  of  the  Delaware,  Lacka¬ 
wanna  &  Western  tracks,  or  the  existing  obstruction  to  traffic  and  menace  to  life  is  to  continue  to  be 
tolerated. 

The  Commission  has  concluded  to  adopt  the  lesser  of  the  two  evils,  if  it  may  be  denominated  such, 
and  proceed  to  relieve  the  streets  from  crossings  at  grade  by  elevating  the  railroad. 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


11 


NEW  YORK  CENTRAL  LINES 

During  1911,  before  this  Commission  was  appointed,  the  New  York  Central  Railroad  com])any  had 
presented  a  scheme  for  grade  crossing  elimination  which  would  remove  from  Washington  street  the  opera¬ 
tion  of  trains  drawn  by  locomotives  and  aliolish  the  crossings  on  the  line  of  the  West  Shore  railroad  by 
elevation  of  the  tracks  on  that  line.  . 

After  the  creation  of  the  Commission,  several  conferences  were  held  with  the  chief  officials  of  the 
railroad  company  and  a  study  of  a  number  of  propositions  was  begun. 

After  thorough  study  and  consideration  of  the  several  jirojects,  extending  over  the  period  from  1912 
to  1915,  the  Commission,  on  November  23,  1915,  ap  iroved  a  plan  prepared  l)y  its  engineer  and  designated 
Scheme  X.  This  scheme  was  recommended  to  the  railroad  company  for  adoption.  It  is  generally  described 
as  follows : 

Besfinnine  in  the  main  line  of  the  New  York  Central  railroad  as  it  now  exists  at  or  near  Teall 
avenue  in  the  easterly  part  of  the  city,  the  new  line  will  curve  to  the  right  as  it  jjroceeds  westerly,  aud 
pass  into  the  Erie  canal  at  Beech  street  bridge.  It  will  proceed  along  the  line  of  the  canal  to  State 
street,  where  it  will  curve  again  to  the  right  through  the  block  occupied  by  the  Pierce,  Butler  &  Pierce 
and  the  Saul  buildings,  across  James  street  and  into  the  bed  of  the  Oswego  canal.  It  will  curve  to  the 
left  across  North  Salina  street  and  pass  into  the  line  of  the  West  Shore  railroad,  by  which  it  will  con¬ 
tinue  westward  out  of  the  city  and  join  the  existing  New  York  Central  main  line  at  or  near  the  west 
hue  of  the  city. 

Between  North  Salina  street  and  Leavenworth  avenue,  having  a  width  of  four  hundred  feet,  will 
be  located  the  passenger  station  site  with  its  tracks  and  platforms,  and  the  station  building  will  be 
located  on  the  site  of  the  old  Allen  Alunroe  homestead,  corner  of  West  Genesee  and  West  streets. 

The  project  contemplates  the  depression  of  the  railroad  grade  to  j)ass  under  the  grades  of  all  streets. 
All  of  the-existing -street  crossings- -exempt  Clinton  street  wilbbe  maintained.  The  high  brklges  over  the 
canals  at  Beech  street,  Crouse  avenue.  Orange  street.  Grape  street,  James  street  and  Warren  street  will 
be  lowered  so  as  to  more  nearly  conform  with  the  general  city  grade. 

The  West  Shore  will  be  abandoned  between  Silina  and  State  streets.  The  Rome,  Watertown  & 
Ogdensburg  will  be  brought  into  the  westerly  end  of  the  station  by  the  construction  of  a  new  line.  The 
Auburn  branch  will  use  the  main  line  west,  and  the  Chenango  Valley  will  use  it  east  out  of  the  city. 

The  ])rincii)al  freight  yards  will  remain  as  they  are,  except  that  service  across  the  city  will  be  cut 
out.  Syracuse  freight  will  be  brought  in  and  out  f"om  the  east  side,  west  side  and  north  side. 

Upon  presentation  of  this  plan  to  the  engineers  for  the  railroad  comj)any,  it  was  received  with  the 
comment  that  it  was  the  best  yet  prepared  by  the  city,  but  that  it  was  subject  to  criticism  in  several 
particulars  as  follows : 

First.  It  is  necessary  to  maintain  the  continuity  of  the  West  Shore  railroad  so  that  when  the 
lease  expires,  something  over  950  years  hence,  there  will  still  be  a  complete  West  Shore  railroad. 

Second.  It  is  i)referable  that  there  should  be  no  su])ports  between  tracks  for  a  distance  of  at 
least  1,200  feet  from  either  end  of  the  station  yard.  This  to  protect  employees  engaged  in  shifting  cars. 

'I'hird.  d'he  plan  indicates  the  western  limit  of  the  work  near  Geddes  street. 

Fourth.  Operating  officials  raise  serious  objection  to  ])lacing  the  railroad  in  a  cut  on  account  of 
snow  troubles. 

1  he  first  objection  may  be  met  by  the  ])roposition  that  the  continuity  of  the  West  Shore  railroad 
may  be  maintained  by  using  and  denominating  one  of  the  new  tracks  to  be  ])laced  in  the  canal  bed,  or 
l)y  constructing  a  new  track  to  be  used  and  denomin  ited  “  'I'he  West  Shore  Railroad  ”  and  connecting 
said  track  east  and  west  of  the  city  with  the  West  Shore  railroad  as  now  located.  It  should  be  I)orne 
in  mind  that  a  continuous  New  York  Central  is  also  necessary,  aud  if  the  West  Shore  railroad  were 
elevated,  it  is  exi)ected  that  the  New  York  Central  \,(ndd  occupy  a  ])ortion  of  this  right  of  wav,  and  its 


12 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


ccjntinnity  would  I)e  accomplished  by  designating  certain  tracks  “  The  Xew  York  Central  Railroad  ”  and 
connecting  them  east  and  west  of  the  city  with  the  New  York  Central  as  it  is  now  located. 

The  second  objection  may  be  met  and  the  difficulty  overcome  by  leaving  out  the  intermediate 
supports  in  whole  or  in  part  at  Salina  street  and  Willow  street.  This  is  an  engineering  problem  and 
may  be  solved  by  the  application  of  engineering  principles.  It  might  recjuire  a  through-truss  bridge  at 
Willow  street,  but  such  a  structure  would  not  be  as  conspicuous  as  the  imesent  canal  bridge. 

'I'he  third  criticism  relates  to  the  ‘‘western  limit”  of  the  ])ro])Osed  work  as  shown  on  the  plan  sent 
to  the  railroad  company.  This  designation  was  intended  to  show  the  point  west  of  which  no  change  in 
line  or  grade  would  be  necessary  to  accomplish  the  purposes  of  the  plan.  It  is  a  matter  of  fact  and  con¬ 
ceded  that  if  the  railroad  company  required  more  than  the  two  tracks  now  in  place  west  of  this  point,  the 
embankment  would  have  to  be  wddened  and  the  extra  tracks  constructed. 

The  fourth  objection  is  the  one  ojierating  officials  raise  regarding  possible  troubles  with  snow  if 
the  railroad  is  placed  in  a  cut.  It  is  conceded  that  the  railroad  comjrany’s  troubles  with  snow  would 
],>robably  be  reduced  to  a  minimum  if  the  tracks  were  elevated.  At  the  same  time  the  city’s  troubles  with 
the  snow  Idown  or  thrown  from  the  elevated  structure  would  probably  be  increased.  Conceding  that 
the  snow  problem  would  be  more  difficult  for  the  railroad  company  in  case  the  tracks  are  depressed, 
there  is  no  reason  to  believe  that  the  difficulties  would  be  insurmountable  or  fatal  to  successful  operation 
or  that  they  would  be  greater  (perhaps  not  so  great)  than  those  now  encountered  in  the  0])eration  of 
the  surface  railroad  in  Washington  street.  The  ed’ect  of  the  buildings  on  each  side  of  this  sixty-six- 
foot  street  is  such  as  to  make  the  railroad  right  of  way  in  some  degree  a  through-cut  of  considerable 
depth,  and  this,  combined  with  intersecting  streets  and  snow  thrown  from  sidewalks  and  street  pavement 
to  the  top  of  the  rails,  would  seem  to  render  a  condition  more  formidable  than  may  fairly  be  contemplated 
in  the  plan  for  depression  as  proposed.  It  is  rarely  that  Washington  street  with  all  its  disadvantages 
stalls  or  congests  railroad  traffic  by  reason  of  snow. 

This  project,  designated  ‘‘  Scheme  X,”  presents  very  favorable  aspects,  whether  viewed  from  the 
standpoint  of  the  city  or  the  railroad  company. 

First.  No  engineering  difficulties.  * 

Second.  Affords  opportunity  to  exercise  economies  in  construction  and  may  be  accomplished  at 
less  total  cost  than  any  other  ju'oject. 

Third.  Affords  opportunity  for  the  convenient  location  of  the  jjassenger  station. 

Fourth.  Works  an  advantageous  effect  upon  street  grades. 

Fifth.  Benefits  to  railroad  company  and  city  may  be  derived  from  waste  excavation. 

Sixth.  Opportunities  are  afforded  by  necessary  changes  in  existing  conditions  to  make  substantial 
improvements  in  streets  and  ojjen  squares. 

Seventh.  Opportunity  is  afforded  to  conduct  u.egotiations  with  the  State  for  the  acquisition  of  the 
canal  beds  to  be  abandoned. 

No  Engineering  Difficulties:  By  that  is  meant  that  the  change  in  alignment  of  the  railroad  is  easily 
accomplished,  and  joined  with  existing  lines  east  and  west  of  the  city  without  difficulty ;  that  streets  may 
be  easily  passed  by  the  construction  of  simple  bridges  over  the  tracks ;  that  Onondaga  creek  may  readily 
be  passed  by  means  of  a  bridge  over  it ;  that  the  city’s  sewers  and  water  mains  will  not  be  materially 
interfered  with;  that  material  to  be  excavated  is  not  of  difficult  nature;  that  drainage  may  be  easily 
provided ;  that  the  natural  foundation  for  structures  is  good ;  and,  generally  speaking,  no  part  of  the 
project  requires  the  application  of  any  extraordinary  or  especially  expensive  operations  to  accomplish  the 
jmrpose. 

Economy  of  Construction:  A  computation  of  c|uantities,  a  consideration  of  the  methods  by  which 
work  would  be  done  and  the  ])rices  which  would  have  to  be  paid  indicate  that  this  project  would  be  less 
expensive  than  any  other  desirable  one  so  far  proposed.  The  use  of  the  bed  of  the  Erie  canal,  together 
with  the  remainder  of  the  land  on  the  canal  right  of  way,  from  Beech  street  to  State  street  makes 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


13 


possible  a  form  of  construction  of  retainin«'  walls  and  sloping  banks  which  is  ecomnnical  for  a  depressed 
project.  'I'he  material  necessarily  excavated  to  ])lace  the  railroad  at  the  proper  grade  may  be  disjxjsed 
of  for  a  useful  purpose  by  filling  in  the  remaining  portion  of  the  abandoned  canals  in  the  city  and  widening 
the  railroad  embankment  west  of  Sand  street  to  carry  the  additional  tracks  recjuired.  'I'he  disposition  (jf 
material  necessarily  excavated  by  this  means  reduces  the  cost  of  this  class  of  work  to  the  minimum 
and  enhances  the  value  of  the  land  where  the  material  is  placed. 

A  convenient  location  for  the  passenger  station  and  station  site  with  its  tracks  and  platforms :  'I'he  sta¬ 
tion  site  with  its  tracks  and  jilatforms  is  b_\'  this  means  jilaced  west  of  North  Salina  street,  and  to  meet  the 
recpiirements  of  the  railroad  company,  as  fixed  by  it,  it  would  extend  as  far  as  Leavenworth  avenue.  I'or 


Salina  Street  traffic  diverted  by  Canal  Bridge  under  repairs. 


the  purpose  of  demonstrating  the  limit  of  expansion  possible  at  this  site,  the  engineers  for  the  railroad 
company  prepared  a  ])lan  which  shows  that  the  width  of  space  recpiired  is  about  400  feet  and  would 
extend  from  the  north  line  of  Noxon  street  northerly  nearly  to  the  bank  of  Onondaga  creek.  In  this 
place  may  be  placed  a  station  having  the  following  capacity :  (There  is  placed  in  the  table  the  statistics 
regarding  the  Rochester  and  Utica  stations  now  in  use  and  the  proposed  Albany  station.) 


Number  of  platforms . 

(Proposed ) 
Syracuse 
.  10 

( Proposed) 
Albany 

10 

Rochester 

6 

Utica 

6 

^Maximum  length  (one  ])latform ) . 

.  1, 9:^0  feet 

1 ,700  feet 

1.200  feet 

1.470  feet 

Minimum  length  (one  platform)  ..  .. 

.  000  feet 

1,000  feet 

K70  feet 

840  feet 

Total  length,  platform . 

.  17,100  feet 

14,400  feet 

6,290  feet 

7,085  feet 

Number  of  tracks 

.  19 

19 

13 

14 

Maximum  train  length 

.  1,950  feet 

1 ,750  feet 

1 ,200  feet 

1 ,470  feet 

Minimum  train  leimth 

.  900  feet 

1 .000  feet 

870  feet 

840  feet 

total  tram  lenL>"th. 

.  31,000  feet 

27,000  feet 

12,000  feet 

14,000  feet 

Loach  yard  (total  cars) . 

.  126 

50 

(?) 

78 

It  is  jirobable  that  the  whole  of  this  plan  would  not  be  developed  at  once,  and  that  the  ])rescnt 
de\elopment  would  j)robably  not  much  exceed  that  at  Utica,  where  the  conditions  are  comparable  with 
those  at  Syracuse. 


14 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


The  matter  in  which  the  city  is  most  concerned  regarding  the  dimensions  and  capacity  of  the 
station  layont  is  that  it  shonld  be  sufficiently  large  to  accommodate  the  present  needs  of  the  city  and 
be  capable  of  expansion  in  the  selected  location.  To  be  too  large  is  a  negligible  fault  so  far  as  the  city 
is  concerned,  particularly  since  the  cost  of  that  development  is  wholly  at  the  expense  of  the  railroad 
company. 

If  the  station  site  should  be  located  as  here  described,  the  passenger  station  building  should  and 
would  be  placed  about  midway  between  the  ends  of  the  site.  The  midway  ])oint  comes  about  where 
AVcst  street  crosses  the  West  Shore  railroad,  and  a  very  suitable  jdace  is  found  here  for  a  building. 

It  would  be  built  upon  the  site  of  the  Charles  M.  Crouse  house  at  the  corner  of  West  street  and  West 
Genesee  street.  There  is  at  this  location  a  large  piece  of  ground  with  only  a  few  buildings.  It  lies 
h;gh  and  is  favorably  situated  for  the  erection  of  a  commodious  building  having  ample  space  about  it 
for  the  service  to  be  rendered  the  public,  as  well  as  affording  opportunity  to  create  surroundings  attrac¬ 
tive  and  convenient. 

It  is  planned  to  widen  Noxon  street  from  Salina  street  to  Wallace  street  so  as  to  make  it  eighty 
feet  in  width  and  to  extend  it  westerly  across  Onondaga  creek  to  the  plaza  in  front  of  the  station.  This 
site  is  1700  feet  from  Clinton  scpiare  and  joined  therewith  by  West  Genesee  street  ninety-nine  feet  in 
width,  a  broad  and  commodious  thoroughfare  not  overburdened  with  traffic.  It  is  1,000  feet  from  the 
new  Postoffice  site  at  the  corner  of  Franklin  and  West  Genesee  streets.  This  site  has  the  advantage  of 
being  not  only  central  and  accessible,  but  also  situated  sufficiently  to  one  side  of  the  center  of  the  city’s 
greatest  street  activity  so  that  there  is  no  interference  therewith. 

Consideration  and  study  were  given  to  the  one  other  location  practicable  for  a  passenger  station 
upon  this  route.  It  is  practicable  beginning  east  of  State  street  and  extending  nearly  to  Lodi  street  to 
locate  a  station  site  and  platforms.  The  width  of  the  site  would  be  from  the  north  line  of  Water  street 
to  the  south  side  of  Burnet  avenue.  The  station’  building  could  not  be  located  further  west  than  the  block 
between  Orange  and  Almond  streets,  and  then  would  be  westerly  from  the  center  of 'the  site.  It  would 
need  to  be  so  located  as  to  occupy  part  of  Water  street  and  interrupt  the  continuity  of  that  thorough¬ 
fare,  and  would  be  neither  as  central  nor  accessible  as  the  West  street  location.  Further,  if  the  station 
should  be  placed  at  this  location,  several  of  the  north  and  south  streets  crossing  from  Canal  street  to 
Water  street  would  have  to  be  abandoned;  whereas,  if  it  is  placed  at  West  street,  all  of  the  streets  which 
now  cross  may  be  continued  in  service,  and  when  the  time  comes  for  the  making  of  new  crossings  they 
may  be  easily  and  economically  constructed. 

The  Effect  Upon  Street  Grades:  The  construction  of  the  work  according  to  the  plans  of  “Scheme 
X”  will  not  disturb  existing  street  grades  materially,  and  in  most  of  the  cases  where  changes  are  neces-  j 
sary  they  will  be  beneficial.  All  of  the  streets  east  of  State  street  may  cross  the  proposed  depression  1 
at  such  an  elevation  that  the  approaches  from  north  and  south  will  have  grades  not  to  exceed  4  per 
cent.  The  high  fixed  bridges  over  the  canal  will  all  come  down  seven  or  eight  feet,  but  the  State  street 
lift  bridge  grade  will  be  raised  about  two  feet.  The  grade  of  James  street  at  the  Oswego  canal  may  be  i 
lowered  seven  feet,  and  Willow  street  remain  practically  undisturbed.  The  grade  of  North  Salina  street  ^ 
over  the  railroad  structure  will  be  at  the  same  elevation  as  the  present  West  Shore  crossing,  although 
located  a  little  further  south,  thus  shifting  the  approach  to  pass  over  the  railroad  a  corresponding  dis-  ' 
tance  to  the  south.  Franklin  street  will  be  raised  a  little;  Plum  street  about  six  feet  and  Leavenworth 
avenue  about  eight  feet.  The  railroad  grade  will  pass  over  Sand  street  and  Geddes  street,  where  there 
are  underpasses  at  present. 

Benefits  to  Railroad  and  City  to  be  Derived  From  Waste  Excavation:  It  is  noted  in  item  No.  2  of 
this  discussion,  the  benefit  which  may  accrue  to  the  railroad  company,  the  city  and  State  in  a  reduction  ' 
of  the  cost  of  the  project  by  reason  of  the  fact  that  necessary  excavation  may  be  economically  disposed 
of  and  to  a  useful  purpose.  There  will  be  sufficient  excavated  material  to  fill  the  canal  prism  within 
the  city  to  towpath  level  and  also  to  make  the  embankment  west  of  Sand  street  wide  enough  to  carry 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


15 


the  seven  tracks  which  the  railroad  company  plans  to  place.  'I'he  effect  of  acconpilishin*^  the  first  object 
mentioned  is  to  make  the  abandoned  canal  lands  immediately  useful  and  valuable,  and  the  second  (jbject 
to  reduce  the  cost  of  the  whole  project. 

The  Opportunities  Afforded  by  Necessary  Changes  in  Existing  Conditions  to  Realize  Substantial 
Improvements  in  Streets  and  Open  Squares:  At  lleech  street,  Crouse  avenue.  ( )range  street  and  Crape 
street  there  are  now  bridges  over  the  canal  approached  at  each  end  by  very  stee])  grades.  In  case  the 
railroad  is  jilaced  on  the  canal  line  and  depressed  to  the  jirojiosed  grade,  the  grade  of  these  bridges  may 
be  low'ered  so  that  the  apjiroach  will  not  exceed  4  per  cent,  in  grade.  Fixed  solid  floor  bridges  of  full 
street  width  at  all  crossings  of  the  railroad  cut  will  be  of  great  advantage  to  the  city,  both  from  the 
standpoint  of  utility,  as  well  as  apjiearance. 


Principal  traffic  artery  of  Syracuse  obstructed  by  Canal  bridge  under  repairs. 

Traffic  diverted. 


The  plan  contemjilates  the  construction  of  the  railroad  on  a  line  passing  from  State  street  through 
the  intersection  of  Canal  and  Pearl  streets  and  across  James  street  between  the  Alhambra  and  the  Oswego 
canal  bridge.  This  will  make  necessary  the  removal  of  the  Mowry  &  I’arnes,  and  P)urhans  &  Plack  build¬ 
ing  on  Canal  street,  and  the  Pierce,  Butler  &  Pierce,  Saul  and  other  buildings  on  block  90.  It  is  jilanned 
to  cover  the  railroad  from  State  street  to  the  north  side  of  James  street.  This  jilan  will  enable  the  grade 
of  James  street  to  be  reduced  seven  feet  in  elevation  and  made  straight  from  State  street  to  Warren 
street.  The  canal  prism  may  be  filled  with  material  excavated  for  the  railroad  construction  ;  the  Warren 
street  bridge  lowered  to  standard  grade,  and  an  ojien  scpiare  created  to  occujiy  the  sjiace  at  the  foot  of 
James  street  now  occiqiied  by  James,  Pearl  and  Canal  streets,  the  block  of  buildings  they  bound  and 
the  basin  at  the  junction  of  the  h'rie  and  Oswego  canals,  fl'he  h'-rie  canal  lands  from  State  street  to 
Franklin  street  crossing  through  Clinton  scjuare  may  be  filled,  paved  and  otherwise  inqiroved,  thus  con¬ 
necting  Clinton  square  with  the  jiroposed  new  sipiare  and  furnishing  in  the  center  of  the  city  a  large 
open  space  or  plaza  for  public  use. 

The  Opportunity  Afforded  to  Negotiate  With  the  State  for  Both  an  Appropriation  for  Grade  Cross¬ 
ing  Elimination  Purposes  and  the  Acquisition  of  Canal  Lands  to  be  Abandoned:  It  is  jirobable  that  the 
amount  of  money  to  be  asked  of  the  State,  one-fourth  of  the  total  cost,  will  be  more  than  $1 ,00(),(X)0,  per- 


16 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


haps  $1,250,000.  It  is  conceded  by  all  who  have  knowledge  of  the  State’s  financial  condition  and  pros¬ 
pects  that  an  appropriation  of  so  great  an  amount  of  money  would  be  difficult  to  obtain  from  the  Legis¬ 
lature.  It  happens,  however,  that  the  time  is  close  at  hand,  ])robably  the  season  of  1917,  when  the  Barge 
canal  will  be  so  nearly  completed  that  the  lands  in  the  city  of  Syracuse  now  used  for  canal  purposes 
will  he  no  longer  recpiired  and  may  be  abandoned.  It  is  the  desire  of  the  State  to  realize  as  much  value 
as  })racticable  from  the  disposal  of  these  abandoned  lands.  What  better  opportunity  may  be  afforded 
the  State  to  realize  its  object  so  far  as  the  canal  lands  in  Syracuse  are  concerned  than  to  dispose  of  them 
to  the  city  in  lieu  of  an  appropriation  for  grade  crossing  elimination  in  whole  or  in  part?  And  what 
better  opportunity  may  be  afforded  the  city  to  obtain  these  lands  for  the  purpose  of  protecting  itself 
against  the  damage  which  -will  ensue  if  they  are  permitted  to  be  disposed  of  without  guidance  and  re¬ 
straint  and  for  the  further  purpose  of  improving  their  condition  and  enhancing  their  value  for  the  benefit 
and  advantage  of  the  public? 

It  has  been  the  endeavor  of  the  Commission  to  comprehend  the  conditions  which  are  the  governing 
factors  in  the  determination  of  the  cpiestions  involved  in  the  matter  of  relieving  the  city  from  crossings 
at  grade.  Other  interesting  points  have  been  considered,  but  in  view  of  the  fact  that  they  are  only  inci¬ 
dental  and  whatever  weight  they  might  have,  no  matter  on  what  side  of  the  balance  they  are  placed, 
would  not  materially  affect  the  conclusion,  they  have  been  neglected  in  this  discussion. 

Grade  crossing  elimination  in  Syracuse  has  passed  from  the  realms  of  the  abstract  and  has  come 
down  to  the  consideration  of  a  practical  and  concrete  proposition.  A  scheme,  one  of  many,  has  been 
evolved,  after  a  process  of  consideration  and  elimination,  which  is  at  once  feasible,  practical  and  economical. 

It  is  presented  with  the  salient  features  which  commend  it  to  us,  and  we  respectfully  ask  its  con¬ 
sideration  by  the  people  of  Syracuse. 

The  plan  being  feasible,  practical  and  economical  in  itself  sufficient  to  warrant  its  adoption,  another 
question,  “Can  the  city  and  its  various  semi-public  and  private  interests  adjust  themselves  to  it  at  rea¬ 
sonable  cost  and  with  a  prospect  of  material  and  incidental  benefit?”  arises,  which,  if  it  may  be  answered 
in  the  affirmative,  would  seem  to  settle  definitely  the  policy  which  the  Commission  should  pursue. 


OTHER  PROPOSITIONS  STUDIED. 

A  number  of  other  propositions  were  studied,  some  in  greater  detail  than  others,  as  the  occasion 
demanded.  These  projects,  originating  in  various  sources,  were  as  follows: 

First.  The  West  Shore  elevation. 

Second.  Depressed  line  in  bed  of  Erie  canal  throughout  the  city.  ; 

Third.  A  route  by  way  of  the  Syracuse  Junction  railroad. 

Fourth.  A  modified  Syracuse  Junction  route  with  loop  into  the  city. 

Fifth.  A  modified  Syracuse  Junction  route  with  si)ur  into  city. 

Sixth.  Intermediate  location,  new  location  throughout. 

Seventh.  A  depressed  line  on  the  West  Shore  route. 

Eighth.  A  tunnel  scheme. 

The  West  Shore  Elevation:  It  may  be  said  of  this  project  in  its  favor  that  it  is  the  shortest  of 
all  considered.  ( It  is  36,500  feet  in  length  between  two  points  on  the  main  line  east  and  west  of  the 
city,  common  to  all  of  the  ])rojects).  The  railroad  right  of  way  exists,  and  it  is  probable  that  little  addi¬ 
tional  land  would  be  required  for  the  change.  The  New  York  Central  and  the  West  Shore  would  be  ' 
combined  in  one  line  and  the  problem  regarding  both  solved  in  one  operation.  A  passenger  station  may 
be  centrally  located.  It  is  reasonable  in  cost  and  claimed  that  there  would  be  little  annoyance  from 
locomotive  gases,  smoke  and  cinders,  which  would  be  discharged  high  in  the  air  along  a  route  thinly  , 
occu])ied  by  buildings.  'I'here  probably  would  be  little  or  no  damage  to  pay  to  owners  of  adjoining 
property,  since  there  is  now  a  railroad  in  operation  on  this  line.  The  right  of  way  is  available  at  once 
for  a  development  of  this  nature. 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


17 


It  may  be  said  to  its  disadvantage  that  the  elevation  of  the  tracks  would  make  necessary  the  con¬ 
struction  above  the  grade  of  the  snrronnding  land  of  embankments  of  earth,  retaining  walls  of  masonry 
and  l)ridges  over  intersecting  streets,  which  because  of  their  magnitude  may  ])rove  objectionable  from  the 
standi)oint  of  appearance;  there  would  be  more  or  less  noise,  smoke,  cinders  and  dust  from  operating 
trains  along  the  line ;  there  is  a  i)Ossibility  of  consequential  damages  to  ])roperty  adjoining  elevated 
structures. 

P>ut  the  fatal  defect  in  this  plan  in  the  judgment  of  the  Commission  was  the  im])racticability  of 
the  making  of  a  structure  other  than  monstrous  across  State  and  James  streets.  Although  several  pro])- 
ositions  were  made  in  an  attempt  to  devise  a  ])lan  for  this  crossing  which  conld  l)e  acce])ted  as  tolerable, 
thev  were  unsuccessful  and  finally  were  abandoned. 

Depressed  Line  in  Bed  Erie  Canal  Throughout  the  City:  A  propositioi:  to  re-route  the  New  York 
Central  in  the  bed  of  the  Erie  canal  throughout  the  city  was  given  S])ecial  attention  and  study.  A  de¬ 
tailed  plan  was  prepared  to  develoj)  all  of  the  points  to  be  considered.  It  presented  several  attractive 
features,  principal  among  which  was  an  opportunity  to  establish  what  wcnild  be  for  all  practical  pur])Oses 
a  union  station  with  the  Lackawanna  railroad.  However  many  the  advantages  to  be  claimed  for  this 
pro])osition,  it  was  handicapped  by  two  principal  defects  which  precluded  its  further  consideration.  It 
was  found  to  be  impracticable  to  pass  from  Warren  street  to  Franklin  street  without  so  mutilating  that 
portion  of  the  city  that  its  redemption  seemed  im])OSsible,  and  in  the  second  place,  the  probable  cost  was 
excessive  when  compared  with  other  ])ropositions. 

A  Route  by  Way  of  the  Syracuse  Junction  Railroad:  Although  this  proposition  would  be  the  least 
expensive  of  all,  the  route  would  be  one  and  one-quarter  miles  longer  than  the  West  Shore  line ;  the 
passenger  station  would  necessarily  be  placed  too  far  from  the  center  of  the  city.  This  distance 
from  the  center  of  the  city  to  the  ])assenger  station,  time  to  traverse  which  on  trolley  street  railways 
at  fifteen  miles  per  hour  might  better  be  utilized  in  journeying  to  destination  at  forty-five  miles  per 
hour.  The  remoteness  of  the  station  would  make  it  subject  to  uncertain  service  from  trolley  roads  because 
of  street  traffic  and  railroad  and  canal  crossings;  there  would  also  be  a  possibility  of  passing  fast  express 
trains  through  Syracuse  without  stopping. 

A  Modified  Syracuse  Junction  Route  With  Loop  Into  City;  This  proposition  would  possess  all  of 
the  disadvantages  of  the  Syracuse  Junction  route  excejit  that  the  station  would  not  be  so  far  from  the 
center  of  the  city.  The  length  of  line  would  be  increased  ;  it  would  cut  across  the  salt  lands  on  a  high 
embankment  and  sharp  curve,  and  increase  the  grade  crossing  ])roblems  rather  than  decrease  them. 

A  Modified  Syracuse  Junction  Route  With  Spur  Into  the  City:  This  ])lan  contem])lated  a  way 
station  on  the  line  of  the  Syracuse  Junction  railroad  near  the  lake,  and  a  spur  into  a  central  stnb  end 
station  in  the  city,  the  spur  oi)erated  by  electricity.  This  plan  would  increase  the  distance  to  be  traveled 
from  Syracuse  to  points  east  and  west  about  one  and  three-fourths  miles;  it  would  involve  the  transfer 
of  ])assengers  and  baggage  at  the  way  station  and  be  the  cause  of  annoying  waits  at  this  station  for 
belated  trains;  it  would  make  of  Syracuse  a  way  station  in  place  of  a  division  terminal  and  encourage 
the  ])assing  of  fast  trains  without  stop])ing:  the  distance  between  Albany  and  Buffalo  would  be  increased 
about  nine-tenths  of  a  mile  over  the  New  York  Central  main  line. 

An  Intermediate  Location,  New  Location  Throughout:  This  line  would  ])ass  across  the  city  near 
Park  street  and  across  North  Salina  street  near  Catawba  street.  'I'he  length  of  the  line  is  about  three 
hundred  feet  longer  than  the  West  Shore.  There  are  no  advantages  advanced  in  behalf  of  this  project. 
It  cuts  across  the  city  in  an  entirely  new  location  ;  its  construction  involves  cuts  and  fills  of  fifty  to 
seventy  feet  and  railroad  grades  of  fifty  feet  ])er  mile;  the  cost  is  extreme.  It  is  not  deemed  desirable 
by  either  the  city  or  the  railroad  company. 

A  Depressed  Line  on  the  West  Shore  Route:  It  has  all  the  advantages  and  disadvantages  of  a 
route  in  the  canal  bed,  but  would  be  extreme  in  its  cost,  because  of  additional  work  and  materials  rc- 
cpiired  to  construct  it. 


18 


REPORT  OF  THE  SYRACUSE  GRADE  CROSSING  COMMISSION 


A  Tunnel  Scheme:  A  proposition  was  made  to  deflect  the  line  of  the  Xew  York  Central  to  the 
north  as  it  enters  the  city  on  the  east  so  as  to  locate  it  where  the  ground  is  high  enough  to  place  the 
railroad  at  normal  grade  in  tunnel.  It  was  never  seriously  considered  by  the  Commission,  since  it  was 
so  obviously  impracticable.  A  sui)erficial  examinat'on  of  the  ])roj)osition  was  made,  however,  and  it  was 
found  there  would  be  not  less  than  a  mile  of  tunnel,  to  cost  not  less  than  $4,000,000  for  excavation  and 
lining  alone.  It  could  not  be  constructed  without  coming  to  the  surface  at  several  points  where  existing 
street  grades  would  have  to  be  violently  distorted  to  avoid  grade  crossings.  So  long  as  coal  continues 
to  be  used  for  steam  making  in  locomotives,  the  passage  through  these  tunnels  would  be  a  source  of 
discomfort  and  a  nuisance  to  the  traveling  public. 

One  great  defect  stands  charged  against  every  project  except  the  proposition  to  elevate  the  West 
Shore  railroad,  and  that  to  dejjress  l)y  way  of  the  Erie  canal  and  West  Shore  routes  f Scheme  X  as 
approved)  ;  the  West  Shore  railroad  and  its  crossings  would  either  have  to  be  treated  as  a  separate 
problem  or  remain  where  they  are,  at  grade,  across  State,  James,  Willow,  Xorth  Salina  and  other  streets. 


CONCLUSION. 

I'he  Commission  has  si)ent  many  months  in  serious  contemplation  and  study  of  the  grade  crossing 
problem  in  Syracuse.  It  has  carefully  weighed  and  considered  all  that  may  be  said  for  and  against  every 
proposition  and  has  reached  the  conclusions  hereinl;efore  set  forth. 

It  is  convinced  that  the  serious  delay  to  traffic  and  menace  to  life  and  limb  by  the  grade  crossings 
of  steam  railroads  has  been  too  long  endured,  and  that  the  time  has  come  for  the  correction  of  these 
evils  which  :oncededlv  exist. 


Bion  J.  Arnold  Engaged  to  Make  Report 


After  investig'ating'  the  prol)leni  of  grade  erossing  elimination 
in  Syracuse  and  reaching  the  conclusions  outlined  in  the  foregoing 
report,  the  Grade  Crossing  Commission  considered  the  advisability 
of  engaging  an  expert  engineer  of  recognized  ability  and  estab¬ 
lished  re])ntation  to  survey  the  situation,  review'  the  plans  wdiich 
had  been  studied  by  the  Commission  and  submit  such  recom- 
mendatif)ns  as  he  should  deem  pertinent.  Deciding  that  the  ex¬ 
pense  of  such  an  investigaion  by  a  specialist  in  grade  crossing 
elimination  was  justified  by  the  magnitude  of  the  work  to  he  done 
and  in  order  to  secure  the  benefit  of  the  most  exjiert  advice,  the 
Commission  selected  l>ion  J.  Arnold  of  Chicago  as  the  man  best 
cjualified  by  broad  experience  to  make  a  comprehensive  review^  of 
the  situation. 

Mr.  Arnold  w'as  engaged  early  in  the  year  1916  and  imme¬ 
diately  entered  u]ion  the  work.  His  reimrt,  which  waas  submitted 
under  date  of  January  15,  1917,  is  found  in  the  follow'ing  ])ages 
of  this  book. 


20 


REPORT  OF  BION  J.  ARNOLD 


CONTENTS 

Page 

Exliil)its  aeconipaiiying  tlie  Report .  21-94 

PART  I 

Letter  of  Transmittal  .  22 

Summary  of  Rei)ort  with  Conclusions  from  the  Facts .  23 

Specific  Recommendations  .  27 

PART  II — Discussion  of  Basic  Facts 

Section  1.  Extent  of  (li'ade  Crossing  Elimination .  30 

Section  2.  Growth  and  Development  of  City  .  32 

Section  3.  Railroad  Organization,  Syracuse  District  .  34 

Section  4.  Canal  Organization,  Syracuse  District  .  40 

Section  3.  Electric  Railway  Orgaidzation  .  45 

Section  6.  City  Planning  Considerations  .  48 

IMatters  Requiring  Further  Investigation . 54 

PART  III — DiscTission  of  Plans  Proposed 
Section  7.  General  Considerations  and  Pi-ineiples  .  56 

III  A — Plans  Considered  in  Detail 

Section  8.  Plan  A — 1).,  L.  &  W.  Track  Elevation  .  58 

Section  9.  Plan  AA — 1).,  L.  &  W.  Detoni'.  Union  Station .  62 

Section  10.  “Scheme  X" — Canal -West  Shore  Depression .  65 

Section  11.  Plan  P — West  Shore  Depression,  Union  Station .  70 

Section  12.  Ideal  Plan  X-P — Canal-West  Shore  Depression .  72 

III  B — Plans  Rejected  in  Whole  or  in  Part 

Section  13.  Elevated  Plans — C,  C-1,  R,  T  .  77 

Section  14.  Detour  Routes  and  Plans — G,  II,  I,  J  .  80 

Section  15.  Tunnel  Plans — K,  L,  L-1,  IM  .  82 

Section  16.  Depression  Plans — S,  1),  O  .  84 

Section  17.  Comhined  Elevated-Depi’essed  Plains — E-Contiguous,  F-Two- 

Level,  Union  Station  .  86 

APPENDIX 

Notes  on  Track  Elevation  in  Othei’  Cities .  91 

Notes  on  Terminal  Operations  in  Other  Cities .  93 


REPORT  OF  BION  J.  ARNOLD 


21 


Exhibits  Accompanying  the  Report 


GRAPHICAL  EXHIBITS: 


Frontpi 

ece. 

Figure 

1. 

Figure 

2. 

Figure 

3. 

Figure 

4. 

Figure 

5. 

Figure 

6. 

Figure 

7. 

Figure 

8. 

Figure 

9. 

Figure 

10. 

Figure 

11. 

Figure 

12. 

Figure 

13. 

Figure 

14. 

Figure 

14A 

Figure 

14B, 

Figure 

15. 

I'igure 

15  A. 

\’ie\v  across  Clinton  Scinarc  showing  relation  of  proposed  new 
station  site  to  the  city  center. 

DUAL  PLAN  A-X.  Railroad  facilities  of  Syracnse  District 
and  relation  of  Dnal  plan  thereto.  (  1010'  to  \" .) 

Scheme  X  detailed  by  Grade  Crossing  Coniinission — plan  pro¬ 
file  and  sections  at  street  grade  separations. 

IDEAL  PLAN  X-P.  Relation  to  existing  railroad  facilities. 
(1010'  to  1".) 

Ideal  Plan,  (ieneral  location  in  Svracnse  District.  (1  mi. 
to  1".) 

Plan  C.  West  Shore  hdevation  Station  at  'I'ownscnd  Street. 
(  1  mi.  to  1".) 

Plan  I.  Northerly  location.  Station  on  Salt  Lands.  (  1  mi. 
to  1".) 

Plan  M.  'I'hree  tnnnel  jdan.  (1  mi.  to  1".) 

Plan  E.  Contiguous  Station  plan.  Canal  bed  location  for 

N.  V.  C.  (Imi.  tol".j 

Street  Grades  and  30  ft.  contour. 

System  of  thoroughfares. 

Retail  business  occupancy. 

Industrial  and  railroad  occupancy. 

Electric  railway  lines. 

Public  center  street  plan.  'Preatment  suggested  by  City  I’lau- 
ning  Commissiou  for  Scheme  X. 

Same  as  Figure  14  for  Plan  P — West  Shore  depression. 

Same  as  Figure  14.  Alternative  for  West  Shore  de])ression. 
Street  Plan  suggested  for  Plan  F — contiguous  station  de- 
I)ressed  plan. 

Same  as  Figure  15  for  Plan  F — Two  level  Union  Station  De¬ 
pressed  Plan. 

Views  of  grade  separation  work  in  other  cities. 

Views  of  canal  obstruction  in  Syracuse. 


TABULAR 

'I'able 

1. 

'I'able 

2. 

'Fable 

3. 

'Fable 

4. 

Table 

5. 

Table 

6. 

Table 

7. 

'Fable 

8. 

'Fable 

9. 

Table 

10. 

Table 

11. 

EXHIBITS; 

List  of  grade  crossings  elimination  plans,  Syracuse  District. 
Population  of  Syracuse  by  decades,  showing  acxpiisitiou  of  sur¬ 
rounding  communities. 

Assessed  valuation  of  the  City  of  Syracuse,  by  years. 

Ponded  debt  and  purchasing  ])ower  of  the  City  of  vSyracuse  by 
years. 

Rank  clearings  in  Syracuse  by  years  and  months, 
hu'ie  canal  tonnage  delivered  to  tide  water. 

Tonnage  moved  on  h'rie  and  Oswego  canals. 

Syracuse  tonnage  and  distribution  by  commodities  and  by  canals. 
Tonnage  of  h',rie  and  Cham])lain  canals  delivered  to  tide  water 
by  commodities. 

Seasonal  variation  in  number  of  lockages  along  Erie  Canal. 
Number  of  clearances  issued  at  Syracuse  and  Oswego  and  Syra¬ 
cuse  tonnage  east  and  west. 


22 


REPORT  OF  BION  J.  ARNOLD 


LETTER  OF  TRANSMITTAL. 

Chicago,  January  15,  1917. 

■  Vlexander  T.  Brown,  Chairman,  and  Members, 

Syracuse  Grade  Crossing  Commission, 

Syracuse,  New  York. 

Gentlemen  : 

In  accordance  with  your  Chairman’s  instructions  to  me  under  date  of  January  3rd.  authorizing  me 
“to  make  an  investigation  and  report  upon  the  grade  crossing  situation  in  Syracuse,  and  more  jjarticularly 
with  the  prol)lems  presented  by  the  present  method  of  operation  of  the  New  York  Central  and  Delaware, 
Lackawanna  &  Western  railroads,”  1  am  pleased  to  submit  herewith  my  report,  presenting  a  discussion 
of  essential  points  involved  and  certain  si)ecific  conclusions  and  recommendations  which  I  believe  should  be 
followed  by  your  Commission  in  dealing  with  the  grade  crossing  problem  as  a  whole. 

Since  I  undertook  this  commission,  I  have  thoroughly  investigated  the  various  phases  of  this  problem 
in  person  in  order  to  familiarize  myself  with  the  properties  involved  and  the  general  layout  and  require¬ 
ments  of  the  Syracuse  district.  The  collection  of  data,  the  necessary  detailed  studies  and  analyses,  and 
frequent  personal  inspection  on  the  ground  have  been  made  by  my  staff  as  in  previous  investigations  of 
like  nature  that  I  have  made  in  Chicago,  Jersey  City,  Cincinnati,  New  Orleans  and  other  cities.  All 
available  suggestions  have  been  thoroughly  sifted  out  and  the  good  ])oints  of  each  considered  as  far  as 
practicable  before  finally  concluding  upon  the  DUAL  PLAN  A-X  recommended  herein. 

In  the  report,  the  twenty  odd  plans  that  have  been  proposed  or  submitted  in  more  or  less  concrete 
form  are  purposely  analyzed  in  sufficient  detail  so  that  my  reasons  for  rejecting  most  of  them  may  be 
apparent  to  those  who  desire  to  read  the  report  fully.  And  I  have  likewise  discussed  certain  related 
matters  which  appear  to  have  been  lost  sight  of  in  many  of  the  proposals  for  grade  separation. 

It  is  my  pleasure  to  acknowledge  the  very  hearty  co-operation  of  your  Commissioners,  the  City 
Planning  Commission,  many  interested  citizens  of  Syracuse,  and  especially  of  your  Chief  Engineer,  IMr. 
Henry  C.  Allen,  the  facilities  of  whose  office  I  have  freely  used  as  far  as  j)OSsible  in  order  to  reduce 
the  expense  of  this  investigation.  .And  it  is  justly  due  to  your  Commission  and  to  Mr.  Henry  C.  Allen 
to  say  that  the  plan  I  have  finally  recommended  is  essentially  the  one  worked  out  by  your  Commission 
for  the  New  York  Central  Lines  as  “Scheme  X”,  and  for  the  Lackawanna  as  the  elevated  Plan  A.  Both 
plans,  however,  I  think  should  be  modified  in  some  ])articidars  as  defined  herein. 

On  account  of  the  unsettled  questions  of  pul)lic  policy  involved  it  has  not  been  deemed  necessary 
to  carry  out  in  great  detail  estimates  of  construction  quantities  and  costs  further  than  to  justify  broadly 
the  recommendations  made.  For  such  estimates  have  already  been  made  by  the  railroads  and  by  your  i 
Chief  Engineer  except  as  covering  some  minor  modifications  developed  herein.  While  construction  and 
material  prices  are  now  considerably  higher  than  when  the  original  estimates  were  made,  the  relative 
values  as  between  plans  would  not  be  materially  changed.  I  have  therefore  deemed  it  my  function  to 
confine  myself  to  essential  principles  and  policies. 

Particularly  I  have  attempted  to  keep  on  o])en  mind  on  both  the  grade  separat’.on  and  canal 
issues,  and  have  made  my  recommendations  in  the  belief  that  such  would  conserve  the  interests  of  your 
city  to  the  maximum  extent  consistent  with  the  possible  co-operation  of  the  railroads  involved  and  the 
present  financial  limitations  of  both  city  and  railroads.  But  I  have  also  attempted  to  state  clearly  the 
needs  of  the  future  so  that  the  charge  of  expediency  could  not  be  laid  against  the  recommendations  made. 

The  analytic  features  of  the  report  have  required  considerable  discussion.  Hence,  there  follows  a 
brief  summary  of  the  principal  conclusions  from  facts  developed  in  the  main  report,  for  the  benefit  of  , 
those  who  do  not  have  time  to  study  the  report  in  its  entirety  and  will  accept  my  conclusions  with  respect  ' 
to  the  various  plans  rejected.  i 

Respectfully  submitted, 

BION  J.  ARNOLD, 

Consulting  Engineer. 


REPORT  OF  BION  J.  ARNOLD 


23 


Summary  of  the  Main  Report 

Conclusions  from  the  Facts  and  Specific  Recommendations 

In  the  analysis  of  technical  problems  such  as  grade  separation,  it  usually  occurs  that  serious  ques¬ 
tions  of  public  concern  arise  from  time  to  time  to  modify  plans  conceived  clearly  along  engineering  or 
economic  lines.  This  is  the  case  in  Syracuse,  and  in  reaching  conclusions,  it  has  been  necessary  to  study 
not  only  the  needs  of  the  steam  railroads  but  also  certain  related  essentials,  such  as  the  existing  canal 
organization,  and  the  needs  of  the  electric  railways  as  j)art  of  the  transportation  system  of  the  city.  In 
so  doing,  a  number  of  important  details  have  arisen  in  connection  with  the  conservation  of  an  efficient 

city  plan,  and  these  are  included  herein  for  further  study  as  supjdemental  to  grade  separation  projects. 

As  the  investigation  proceeded  it  became  more  and  more  evident  that  a  ])ro])er  solution  of  the  im¬ 
mediate  question  involved  also  a  careful  consideration  of  the  future  of  Syracuse  and  its  industrial  facilities. 
While  the  city  has  not  shown  the  extremely  rapid  growth  of  some  American  cities  within  the  past  one 
or  two  decades,  its  steady  and  consistent  growth  as  compared  with  erratic  growth  or  depression  else¬ 
where,  lends  weight  to  arguments  in  favor  of  immediate  consideration  and  preparation  for  the  future. 

And  it  seems  therefore  that  these  future  requirements  should  have  great  influence  on  those  attempting 

to  reach  decisions  on  present  public  policy  in  contradistinction  to  the  usual  short-sighted  policy  of 
mere  expediency.  American  cities,  i)articularly  those  experiencing  unusually  rapid  growth,  are  full  of 
examj)les  of  lack  of  foresight  and  ineffective  ])rovision  for  the  future.  It  is  conceived  to  be  the  business 
of  this  generation  to  assume  its  own  responsibility  now  and  not  to  leave  to  the  future  the  solution  of 
problems  growing  out  of  but  belonging  to  the  present  which  can  then  only  be  solved  satisfactorily  at 
enormously  increased  expense,  if  at  all. 

It  is  assumed  that  legislative  authority  will  be  forthcoming  to  enable  the  city  of  Syracuse  to  bring 
about  such  reorganization  of  railroad  and  canal  facilities  as  may  be  necessary  to  effect  any  reasonable 
plan  decided  upon.  This  includes  the  purchase,  sale  or  transfer  of  state  owned  properties  involved  and 
the  execution  of  definite  contractual  agreements  with  the  railroad  comj)anies  for  such  lengths  of  time 
as  reasonably  required  for  efficient  reorganization  and  financing. 

It  is  not  contemplated  that  any  new  rights  should  be  granted  the  railroads  in  perpetuity  excej)t  as 
being  the  substantial  equivalent  of  perpetual  rights  now  held  and  therefore  subject  to  such  public  regula¬ 
tion  and  control  as  may  be  developed  from  time  to  time.  It  is  highly  desirable  that  both  the  city  and 
the  railroads  come  to  a  full  realization  of  their  respective  responsibilities  and  that  any  ])lans  undertaken 
should  now  be  so  undertaken  in  a  spirit  of  constructive  progress,  to  be  carried  out,  jierhaps  not  all  at  once, 
but  in  successive  steps  properly  co-ordinated  and  executed  as  fast  as  warranted  by  the  development  of 
the  community  and  financial  limitations. 

In  the  distribution  of  cost  executing  such  a  program  it  may  develoj)  that  civic  policy  will  in  some 
res])ects  control  more  than  economic  location  and  cost,  and  in  the  resulting  division  of  the  financial 
burdens,  it  would  seem  to  be  entirely  pro])er  to  expect  the  city  to  assume  such  extra  i)roj)ortion  of  the 
burden  as  results  from  its  insistence  upon  such  ])olicy,  always  provided  that  the  railroads  have  done  their 
full  share  in  providing  for  reasonable  growth  and  in  abating  the  nuisance  arising  from  their  occupation 
of  city  areas  and  method  of  o])eration. 

'I'wo  important  things  are  ai)parent  from  this  investigation.  I'irst,  that  further  co-ordination  of 
railroad  facilities  within  the  Syracuse  district  is  desirable  not  only  for  efficient  oj)eration,  but  for  the 
good  of  the  city,  and,  second,  that  it  is  (piite  time  to  crystallize  ])ublic  sentiment  u])on  the  develo|) 
ment  of  an  efficient  central  district  i)lan  while  there  is  yet  an  op])ortunity  to  forestall  ])ossible  future 
errors. 


24 


REPORT  OF  BION  J.  ARNOLD 


CONCLUSIONS  FROM  THE  FACTS 

1.  Grade  Crossings:  The  entire  problem  of  grade  separation  involves  111  intersections  of  rail¬ 
roads  with  streets  or  crossings,  exclusive  of  industrial  spurs  and  crossings  on  railroad  property.  Only 
one-third  of  these  have  already  been  taken  care  of,  leaving  73  including  canal  crossings,  yet  to  be  im¬ 
proved.  The  order  of  their  solution  would  a])pear  to  be  dictated  by  the  relative  volume  of  traffic  move¬ 
ment.  Thus  the  Delaware,  Lackawanna  &  Western  crossings  are  quite  as  pressing  for  solution  as  those 
of  the  New  York  Central  if  heavy  steam  trains  are  to  be  operated  over  them. 

2.  The  necessity  of  consolidating  the  canal  and  grade  crossing  issues  is  not  apparent  except  as 
this  offers  the  most  practical  solution.  Each  should  stand  primarily  on  its  own  merits  in  this  analysis. 

3.  The  essentials  held  in  mind  are:  universal  grade  separation  as  the  city  grows;  rational  segrega¬ 
tion  of  passenger  and  freight  facilities;  minimum  disturbance  of  the  city  plan;  convenience  of  site;  mini¬ 
mum  investment  and  cost  of  operation  and  suitability  for  construction  in  stages. 

4.  Growth:  The  growth  of  Syracuse  has  been  consistent  and  at  a  fair  rate,  indicating  reasonable 
stability  of  growth  for  the  future.  During  the  last  decade  population  increased  25^^,  land  valuation  (in¬ 
dicating  ])urchasing  power  for  public  improvements)  65()(,  bank  clearings  (indicating  commercial  pros¬ 
perity)  103%. 

5.  The  future  growth  of  Syracuse  will  probably  be  accelerated  by  the  development  of  the  Oswego 
gateway  and  the  Welland  ship  canal,  by  means  of  which  some  readjustment  of  traffic  routes  will  be 
effected.  The  advantages  growing  out  of  this  development  should  be  shared  to  some  extent  by  the 
Delaware,  Lackawanna  &  Western  railroad,  and  its  proportion  of  the  traffic  resulting  therefrom  must 
largely  pass  through  Syracuse. 

6.  Railroads:  Railroad  occupancy  in  downtown  Syracuse  has  already  reached  a  j)oint  entirely 
disproportionate  to  the  specific  needs  of  this  district.  Existing  properties,  either  passenger  or  freight, 
are  not  used  to  anywhere  near  full  advantage.  East  and  west  side  freight  terminals  and  perhaps  a  north 
terminal  are  required,  but  the  areas  now  occupied  by  storage  and  classification  yards,  round  houses,  etc., 
should  be  intensively  developed  or  entirely  released  to  the  city  in  exchange  for  other  considerations.  Railroad 
operations  such  as  storage  yards  and  engine  houses  as  distinguished  from  house  service  yards  or  ter¬ 
minals  should  be  located  well  outside  of  the  busines  and  other  settled  districts,  as  they  are  not  a  direct 
factor  in  handling  city  freight  and  should  not  be  allowed  to  interfere  with  city  street  traffic.  The  present 
Eayette  street  yards  appear  to  be  logically  located  except  for  storage,  classification,  etc.,  but  the  West 
Shore  yards  along  Canal  street  ])enetrate  entirely  too  far  into  the  business  district  to  permit  desirable 
commercial  development  therein.  The  West  Shore  yard  would  be  ample  for  a  main  line  entrance  without 
disturbing  the  necessary  freight  facilities. 

7.  A  union  ])assenger  station  would  be  desirable  if  it  could  be  worked  out  under  conditions  ecjuit- 
able  to  the  participating  roads  and  to  the  city.  But  the  mistake  should  not  be  made  either  of  subordi¬ 
nating  other  more  essential  features  of  practicability  and  use  to  the  idea  in  the  abstract,  or  of  over-developing 
beyond  the  obvious  needs  of  the  city  within  a  period  for  which  it  seems  reasonable  to  plan  now.  While 
the  space  provided  should  be  sufficient  to  accommodate  a  considerable  further  growth  as  contemplated,  this 
future  may  be  conserved  by  locating  the  “head-house”  so  as  to  permit  ample  expansion  by  additional 
])latforms  in  the  rear.  Eurther,  the  attempt  to  crowd  in  steam  operated  coach  yards  close  to  the  station 
should  be  discouraged.  Such  yards  have  no  place  near  business  or  residential  centers  unless  the  nuisance 
can  be  mitigated  by  being  oj)erated  electrically. 

8.  Terminal  electrification  by  itself  for  Syracuse  is  decidedly  unfeasible  at  present,  but  no  project 
of  railroad  rearrangement  in  Syracuse  should  be  j)ermitted  from  now  on  without  contemplating  future  main 
line  electrification  including  the  Syracuse  section. 

9.  The  New  York  Central  railroad  has  shown  excellent  foresight  in  building  the  Syracuse  junction 
belt  line.  It  should  develop  connections  over  this  line  to  handle  all  empties  which  are  now  hauled  through 
the  city. 


REPORT  OF  BION  J.  ARNOLD 


25 


10.  'I'he  Lackawanna  railroad  now  o])erates  more  cars  per  day  thron<^h  the  city  pro])er  tlian  the 
New  York  Central  and  West  Shore  roads  coml)ined.  All  these  lines  as  a  whole  operate  more  freight 
cars  than  passenger  cars  throngh  the  central  ])art  of  the  city.  'I'he  total  car  movement  of  all  roads  is 
158  trains  and  1.700  cars  per  day.  The  large  ])roportion  of  the  Delaware,  Lackawanna  &  Western  busi¬ 
ness  on  account  of  being  carload  business  recpiires  team  tracks  and  freight  sidings. 

11.  'I'he  ])resent  Delaware,  Lackawanna  &  Western  right  of  way  cannot  reasonably  be  depressed, 
owing  to  the  necessity  of  a  hydraulic  syphon  for  Onondaga  Creek.  'Phe  only  feasible  alternatives  are 
therefore  elevation,  or  detour  and  joint  operation  with  the  New  York  Central  railroad. 

12.  Should  the  Delaware,  Lackawanna  &  Western  freight  business  increase  to  a  marked  degree, 
the  conclusion  cannot  be  avoided  that  a  freight  detour  for  this  business  will  eventually  be  necessary.  The 
Butternut  creek  line  appears  to  be  entirely  practicable.  If  instead,  the  ])resent  Delaware,  Lackawanna 
&  Western  line  is  elevated  now  and  the  detour  deferred,  a  duplicate  investment  in  both  elevated  and 
detour  lines  will  then  have  to  be  maintained. 

13.  All  plans  proposing  stations  along  the  canal  east  of  West  street  are  regarded  herein  as  im- 
])racticable,  likewise  all  long  tunnel  plans  and  those  locating  the  station  on  the  salt  lands  for  reasons 
fully  set  forth. 

14.  Track  elevation  of  the  West  Shore  railroad  is  feasil)le,  but  imposes  bad  overhead  diagonal 
crossings  over  streets.  On  the  other  hand  depression  could  be  carried  out  practically  on  existing  rail¬ 
road  projierty  to  better  advantage,  and  with  minimum  disturbance  of  abutting  property. 

15.  All  jilans  proposing  freight  yards  or  coach  Awards  underneath  passenger  stations  are  undesir¬ 
able  when  operated  by  steam  locomotives  and  only  become  practicable  when  electric  motive  power  is  used. 

16.  All  canal-bed  plans  involve  the  (|nestion  of  track  capacity  and  type  of  bridge,  the  number  of 
tracks  accommodated  depending  upon  the  type  of  the  bridge.  With  flush  deck  bridges  and  center  posts 
the  existing  canal  bed  at  Salina  street  will  only  accommodate  four  tracks,  elsewhere  five  tracks.  But 
east  of  the  canal  junction  where  two  span  bridges  might  be  used,  six  or  seven  tracks  could  be  built  be¬ 
tween  blue  lines. 

17.  The  treatment  of  the  problem  of  the  West  Side  must  take  into  account  grade  separation  at 
Geddes  street :  any  other  solution  can  be  only  makeshift. 

18.  Too  great  latitude  has  been  allowed  to  railroads  in  the  nse  of  streets  for  team  track  and  storage 
purposes.  Industrial  spur  connections  across  streets  are  entirely  justifiable  in  certain  districts,  but  manu¬ 
facturers  should  be  expected  to  jArovide  their  own  loading  spaces,  such  as  those  now  along  Fayette  street. 
Competitive  railroad  construction  and  subsecpient  consolidation  in  the  past  seems  to  have  been  largely 
responsible  for  the  ])resent  liberality  in  spur  track  location. 

19.  Canals:  In  view  of  the  suj)erior  facilities  afforded  by  the  new  Barge  canal,  the  argument 
for  retaining  the  present  Erie  canal  as  a  waterway  through  the  heart  of  Syracuse  does  not  appear  to  be 
well  founded. 

20.  The  serious  obstruction  to  business  and  traffic  and  the  unsanitary  condition  of  the  canal  during 
various  times  of  the  year,  entirely  outweigh  any  consideration  of  sentiment  for  its  retention.  Over 
100,000  street  railway  passengers  are  inconvenienced  in  order  to  accommodate  a  maximum  of  30  barges 
])assing  through  the  city  daily. 

21.  'I'he  new  barge  harbor,  with  ])roper  motor  truck  service,  should  fulfill  the  needs  of  the  majority 
of  industries,  even  including  those  not  located  along  the  old  waterway,  far  better  than  the  old  canal  and 
develop  the  contiguous  industrial  areas  suited  to  heavy  manufacturing. 

22.  The  extensive  rebuilding  of  new  barges  of  the  smaller  tyi)e  to  rei)lace  those  that  have  fallen 
into  disuse  on  the  old  canal  seems  so  improlrable  that  it  may  be  assumed  that  the  old  canal  has  practically 
ceased  to  perform  its  function  as  an  important  through  carrier. 

23.  'Phe  old  canal  is  not  suited  for  use  as  a  pleasure  way  with  fixed  bridges  at  street  level,  unless 
the  levels  are  lowered.  'Phe  canal  bed  may  be  developed  to  far  better  advantage  if  retained  for  the  im¬ 
provement  of  the  down  town  district. 


26 


REPORT  OF  BION  J.  ARNOLD 


24.  'I'he  east  and  west  outlying  sections  of  the  old  canal  might  be  retained  as  water  terminals 
if  desired,  but  the  central  section  (between  wide-waters)  should  be  used  for  utilitarian  purposes,  such 
as  transportation  lines,  or  else  filled  in  for  public  highways. 

25.  Canal  encroachments  over  the  blue  line  should  give  way  to  the  most  advantageous  develop¬ 
ments  decided  upon  and  not  allowed  to  control  them. 

26.  Electric  Railways;  Electric  interurban  and  suburban  railways  carry  more  passengers  into  and 
out  of  Syracuse  than  steam  railroads.  Steam  traffic  represents  only  about  seven  per  cent  of  the  total 
revenue  traffic  of  the  city.  This  disposes  of  the  frequent  argument  that  all  car  lines  should  pass  by  the 
railroad  station.  The  infrequency  of  steam  train  arrivals  and  departures  dictates  that  the  best  street  rail¬ 
way  service  can  be  had  by  a  special  “DEPOT”  shuttle  or  belt  line  operated  with  frequent  headway  and 
transfers  to  all  parts  of  the  city. 

27.  The  short  distances  involved  (not  over  1.5  miles  or  15  minutes  ride)  for  entrance  into  Syracuse 
of  electric  interurban  roads  and  the  financial  limitations  of  the  same  roads  render  it  rather  unfeasible 
for  them  to  provide  now  exclusive  depressed  entrances  unless  they  can  be  provided  in  connection  with 
other  improvements.  Rather  an  adequate  interurban  station  with  suitable  terminal  facilities  is  required 
at  the  present  time.  The  value  of  interurban  service  lies  in  its  frequency  and  convenience  particularly 
with  respect  to  terminals. 

28.  The  present  Eranklin  street  steam  station  is  entirely  too  large  and  extensive  an  investment 
for  present  interurban  service  but  might  be  developed  concurrently  as  a  public  market  and  an  electric 
passenger  and  express  terminal.  The  electric  express  business  in  Syracuse  is  now  well  organized  on  some 
lines,  and  should  be  encouraged  to  the  greatest  possible  extent  both  as  a  public  convenience  and  as  a  legiti¬ 
mate  source  of  railway  income. 

29.  The  routing  of  the  Syracuse  surface  lines  has  been  well  developed  as  regards  through  routes, 
but  efforts  should  be  made  to  spread  out  over  a  larger  down  town  area  the  car  traffic  not  concentrated 
on  the  two  central  blocks.  With  the  abandonment  of  the  canals  a  new  car  line  to  Solvay  more  rapid 
and  direct  than  the  present  hill  line  could  be  developed. 

30.  City  Plan:  In  general,  the  street  plan  of  Syracuse  with  but  few  exceptions  is  excellent,  and 
every  op])ortunity  should  be  embraced  to  remedy  these  defects.  In  carrying  out  the  proposed  grade 
separations,  arrangements  should  be  made  as  far  as  possible  for  the  reclamation  and  control  of  the  salt 
lands  industrial  district,  for  the  improvement  in  the  street  plan  of  the  public  center,  and  the  gas  house 
district,  and  for  additional  streets  across  railroad  property  between  West  and  Geddes  streets.  At  least 
an  understanding  should  be  had  regarding  the  future  execution  of  this  work  while  the  essentials  are 
under  control. 

31.  An  unique  type  of  public  center  and  civic  axis  is  possible  in  Syracuse  when  certain  lands  at  the 
canal  junction  become  available.  And  the  opportunity  should  not  be  lost  to  incorporate  in  the  city 
plan  at  minimum  exi)ense  this  very  desirable  feature,  even  if  only  a  small  part  of  it  can  be  fully  developed 
at  the  ])resent  time. 

32.  Every  artificial  barrier  to  the  expansion  of  the  present  business  district  should  be  discouraged. 
Railroad  occupancy  has  clearly  forced  retail  business  out  of  its  legitimate  channels,  but  with  the  release 
of  Washington  street  now  occupied  by  the  New  York  Central  tracks,  and  the  canal,  an  opportunity  will 
be  afforded  for  business  to  expand  unhindered  through  the  central  valleys. 

33.  It  is  very  essential  that  the  city  should  reserve,  unconditionally,  permanent  control  of  all  air 
rights  over  the  canal  bed,  when  required,  regardless  of  what  use  is  made  temporarily  of  the  canal  bed 
itself.  This  refers  to  all  superstructures  above  ground  level,  or  conversely,  even  if  the  surface  is  definitely 
disposed  of  by  exchange  of  areas,  equivalent  subsurface  rights  also  should  be  reserved,  as  these  rights 
will  provide  for  future  rapid  transit  lines  an  exceptionally  direct  right  of  way  into  and  through  the  city. 


REPORT  OF  BION  J.  ARNOLD 


27 


SPECIFIC  RECOMMENDATIONS  AS  TO  POLICY  AND  PLAN  OF  DEVELOPMENT 

I^'inally,  taking  into  consideration  all  facts  and  phases  of  the  grade  separation  proldein  now  con¬ 
fronting  the  city  of  Syracuse  as  developed  herein,  the  recommendations  made  in  the  following  subheaded 
paragraphs  represent  my  best  judgment,  from  the  viewpoint  of  immediate  action,  along  lines  of  a  def¬ 
initely  planned  program  of  improvements. 

After  undertaking  the  investigation  and  becoming  thoroughly  imj)ressed  not  only  with  the  evident 
desirability  of  eliminating  steam  railroad  operation  from  the  streets  of  the  central  district,  but  also  with 
the  objections  to  the  elevation  of  the  Lackawanna  railroad  tracks,  as  expressed  by  numerous  citizens,  it 
became  obvious  to  me  that  a  much  more  comprehensive  study  of  the  situation  was  recpnred  than  1  had 
at  first  anticipated.  This  view,  being  strengthened  by  the  expressed  desires  of  many  of  those  interested 
in  the  city’s  welfare  and  confirmed  by  the  authorization  of  your  Commission,  caused  me  to  attempt  the 
develo])ment  of  what  1  have  termed  a  complete  or  “ideal”  solution  of  the  problem. 

I  believe  1  may  safely  say  that  the  situation  has  been  thoroughly  analyzed,  although  recjuiring  con¬ 
siderable  more  study  and  effort  than  I  originally  expected.  As  a  result,  all  of  the  22  plans  which  1  con¬ 
sidered  were,  by  a  process  of  elimination,  rejected  with  the  exception  of  two,  viz; 

( 1 )  Plan  X-P,  which  I  have  defined  as  the  Ideal  plan,  comprising  the  Commission’s  plan  known 
as  “Scheme  X”  further  developed  by  the  use  of  the  West  Shore  right  of  way  by  the  provision  of  inter- 
urban  entrances  and  by  detouring  the  Lackawanna  traffic  north  from  Jamesville. 

(2)  Dual  Plan  A-X,  defined  below. 

The  results  of  the  analyses  do  not  show  that  the  Ideal  plan  X-P  can  be  justified  from  an  economic 
view])oint,  for  I  cannot  foresee  the  future  clearly  enough  to  conclude  that  the  future  traffic  of  the  Oswego 
branch  of  the  Lackawanna  railroad  would  unquestionably  be  sufficient  to  warrant  the  greatly  increased 
expense  of  this  comj)any  required  to  carry  out  the  Ideal  plan  ;  and,  further,  because  of  the  fact  that  the 
city  of  Syracuse  lacks  the  power  to  compel  the  two  competing  railroads  to  consolidate  their  local  interests. 

For  the  above  reasons,  I  find  it  necessary  to  eliminate  the  Ideal  plan. 

Acceptance  of  Dual  Plan:  Therefore  I  finally  recommend  that  your  Commission  now  accept  in 
principle  what  I  have  termed  as  the  DUAL  PLAN  as  the  most  feasible  one  for  immediate  construction 
under  existing  limitations.  This  plan  comprises; 

(a)  Elevation  of  the  Lackawanna  tracks  along  or  near  the  present  right  of  way  under  certain 
stipulations  as  hereinafter  defined. 

(b)  Depression  of  New  York  Central  tracks  in  the  general  line  of  the  Erie  canal  between  the 
eastern  city  line  and  the  canal  junction,  thence  detouring  northwesterly  and  continuing  on  the  line  of 
the  present  \\  est  Shore  right  of  way,  likewise  with  certain  modifications  and  additions. 

(c)  Depressed  passenger  station  for  all  New  York  Central  traffic  located  generally  along  Leiden 
avenue,  west  of  the  Oswego  canal  with  station  headhouse  near  the  intersection  of  West  Genesee  and 
West  streets- 

I  he  above  elements  of  the  ])lan  are  essentially  the  same  as  developed  by  your  Commission  except 
as  to  the  modifications  below  stated. 

Open  Type  Elevated  Structure:  In  the  Delaware,  Lackawanna  &  Western  elevation,  earth  fills  should 
be  i)rohibited  generally  between  Orange  street  and  the  Fayette  yards,  and  a  type  of  construction  insisted 
upon  which  will  minimize  the  obstruction  occasioned  by  such  a  solid  filled  structure  and  at  the  same 
time  minimize  noise  so  far  as  practicable.  It  should  preferably  be  of  reinforced  concrete  column  and 
slab  construction.  If  steel  is  used  a  ballasted  roadbed  shoidd  be  i)rovided  and  the  steel  should  be 
encased  in  cement  to  reduce  noise  and  incidentally  maintenance. 

In  comparative  cost,  it  a])])ears  that  the  concrete  ])ost  construction  is  not  actually  much  more 
expensive  than  a  1.5  to  1  slope  earth  fill,  due  mostly  to  the  smaller  amount  of  land  required  for  such 
open  type  of  structure,  as  land  is  ex])cnsive  within  the  central  jjarts  of  this  citv  and  its  value  should  be 
reckoned  with  in  any  plan  put  into  execution. 


28 


REPORT  OF  BION  J.  ARNOLD 


■  Vlthouj^h  a  general  recfnninendation  to  the  effect  that  all  steam  railroad  elevation  through  cities 
should  he  built  with  concrete  or  other  open  type  of  structures  could  be  shown  in  many  cases  to  be 
unreasonable,  the  particular  case  in  (juestion  seems  to  warrant  this  type  of  construction,  owing  to  the 
character  of  the  neighborhood  through  which  the  railroad  runs,  the  irregular  alignment  with  reference 
to  the  street  plan,  the  numerous  streets  crossed  and  particularly  to  the  angular  crossings  involved,  which, 
as  a  matter  of  fact,  require  a  large  amount  of  concrete  work  even  in  the  solid  embankment  plan  as  sub¬ 
mitted  by  the  railway  company.  Hence,  as  only  about  ten  city  blocks  of  right  of  way  are  involved  in 
this  recommendation  for  open  type  structure  it  is  believed  that  this  opportunity  should  not  be  lost  in 
thus  im]:iro\'ing  upon  the  plan  as  presented.  By  so  doing,  it  is  probable  that  most  of  the  objections 
expressed  against  elevating  the  Delaware,  Lackawanna  &  Western  line  will  be  met.  Passing  as  it  does 
through  the  district  not  well  suited  to  intensive  indudustrial  develo])ment  (i.  e.,  the  section  from  Renwick 
avenue  to  Onondaga  street),  this  right  of  way,  if  elevated  on  a  solid  fill,  would  in  my  judgment  consti¬ 
tute  an  unnecessary  barrier  to  the  proper  growth  of  the  central  district  southward.  And  it  is  upon  the 
assumption  that  this  concession  of  o])en-type  structure  will  be  made,  that  I  find  myself  able  to  recom¬ 
mend  the  elevation  of  the  Delaware,  Lackawanna  &  Western  tracks  along  the  present  right  of  way  and 
to  abandon  the  detour  project  analyzed  in  detail  in  this  report  as  the  ideal  plan. 

Geddes  Street  Crossing:  Definite  provisions  should  be  made  in  the  final  ])lans  for  Delaware, 
Lackawanna  &  Western  elevation  for  conserving  this  important  thoroughfare.  While  somewhat  dependent 
upon  what  is  done  with  the  New  York  Central  tracks  and  yards  in  this  vicinity  and  also  the  canal,  the 
city’s  contractual  relations  with  the  Delaware,  Lackawanna  &  Western  railroad  should  be  sufficiently 
broad  to  cover  one  of  the  following  plans:  (a)  Continuation  of  railroad  elevation  westerly  over  Geddes 
street  (if  the  street  should  continue  on  the  surface);  (b)  surface  viaducts  over  Geddes  street  depressed 
(if  it  should  finally  prove  desirable  to  dei^ress  the  street  beneath  both  New  York  Central  and  Delaware, 
Lackawanna  &  Western  tracks)  the  alignment  to  be  such  that  reasonable  approach  grades  of  not  over 
four  per  cent,  for  the  depressed  street  can  be  obtained  north  of  Fayette  street. 

Canal  Bed  Right  of  Way:  Lpon  the  abandonment  of  the  Erie  and  Oswego  canals  for  navigation 
I)urposes  by  the  State  the  vacated  canal  beds  will  provide  an  exceptional  opportunity  for  developing  the 
electric  railroad  rights  of  way  through  the  heart  of  Syracuse  for  rapid  transit  or  other  purposes.  The  loca¬ 
tion  is  diametral.  The  excavation  is  already  about  one-half  completed.  Nevertheless  the  use  of  the  canal 
beds  as  an  exclusive  interurban  entrance  cannot  as  yet  be  justified  on  account  of  the  expensive  nature  of 
the  required  construction,  which  can  hardly  be  borne  by  existing  interurban  railways  under  prevailing  rates 
of  fare  without  financial  assistance  from  other  sources,  also  on  account  of  the  unsuitable  location  of  part  of 
the  canal  strip  for  immediate  use  for  such  entrances.  Thus  the  Erie  canal  west  of  West  street  appears  to 
have  only  future  possibilities  for  this  purpose  and  the  interurban  traffic  in  the  direction  of  the  Oswego 
branch  would  not  now  by  itself  warrant  such  expensive  development,  unless  co-ordinated  with  needed 
street  and  other  improvements. 

But  if  the  city  of  Syracuse  should  consider  itself  unable  to  support  part  of  this  subway  investment 
at  the  present  time,  nevertheless  in  my  opinion  it  should  still  retain  (for  all  portion  of  the  canal  not  pre- 
em])ted  under  the  dual  plan  for  railroad  purposes)  title  in  both  sub-surface  and  air  rights,  even  though  it 
may  see  fit  to  lease  or  grant  temporary  use  of  the  surface  rights  through  exchange  of  areas  for  street  or 
industrial  purposes  or  otherwise.  Believing  that  the  remaining  parts  of  the  canal  bed  will  be  valuable 
for  future  steam  or  electric  interurban  railroad  entrances,  I  recommend  that  under  no  circumstances 
should  the  title  thereto  be  disposed  of  in  such  a  manner  as  to  prevent  such  a  future  rapid  transit  entrance 
into  the  heart  of  the  city. 

This  recommendation  is  made  in  view  of  the  trend  of  railroad  terminal  development  within  recent 
years.  Such  direct  and  depressed  rights  of  way  as  the  canal  oft'ers  in  Syracuse  eventually  become  in¬ 
valuable  and  almost  unpurchasable.  And  most  important,  the  city  remain  in  possession  and  control  of 
a  utility  most  essential  to  its  future  welfare.  Such  rights,  once  surrendered,  can  seldom  be  regained. 

It  is  my  recommendation,  therefore,  that  no  part  of  the  canal  within  the  city  limits  be  allowed  to  revert: 
to  the  abutting  property  owners  through  non-use.  except  where  exchanges  in  areas  are  possible  to^ 


REPORT  OF  BION  J.  ARNOLD 


29 


straighten  the  right  of  way,  provide  street  space  or  otherwise  contril)ute  to  the  transportation  recpiire- 
inents  of  the  city.  Even  if  it  seems  advisable  to  fill  parts  of  this  canal  now  nnnsed,  these  rights  should 
be  jealously  retained.  Their  value  will  enhance  with  each  year  of  the  city’s  growth  and  the  resulting 
eventual  exhaustion  of  existing  arteries  of  travel  entering  the  city-  Some  years  ago  I  made  similar 
recommendations  for  intensive  use  of  the  canals  in  Cincinnati  for  transportation  purposes  and  that  city 
is  now  proceeding  with  construction  work  along  these  general  lines. 

Interurban  Entrances:  Having  decided  upon  the  use  of  a  part  of  the  Jtrie  canal  bed  as  a  trans- 
])ortation  entrance,  it  follows  as  the  next  logical  step  in  the  DUAL  I’LAN  recommended  that  additional 
tracks  be  ])rovided  for  at  the  same  time  for  an  interurban  entrance  from  the  east,  principally  for  the 
Oneida  third  rail  line,  rvhich  now  operates  over  the  West  Shore  right  of  cvay.  While  not  justified  by 
itself,  this  facility  can  be  jointly  provided  at  relatively  little  extra  cost.  1  therefore  recommend  that  a 
two  track  electric  line  be  constructed  in  the  canal  cut  located  on  the  south  side  of  the  cut  as  far  as 
State  street,  thence  centrally  at  least  as  far  as  Clinton  scjuare.  Here  terminal  facilities  could  be  provided 
tem]:)orarily  within  the  area  of  the  present  basin,  where  two  standing  tracks  with  room  for  four  cars  each 
could  be  accommodated.  This  area  ultimately  should  be  roofed  over  either  as  parked  covering  or  as 
paved  area  additional  to  the  existing  ])laza.  Hocvever,  temporarily,  to  reduce  initial  expense,  this  de- 
])ression  (except  platforms)  could  be  left  uncovered. 

Union  Interurban  Terminal  and  Market:  The  release  of  the  Franklin  street  depot  from  steam  rail¬ 
road  use  introduces  the  problem  of  its  disposition.  In  view  of  this  distinct  movement  in  many  cities 
towards  centralizing  the  terminal  facilities  of  various  interurban  roads  both  for  passenger,  express  and 
light  freight  ser\-ice  and  the  increasing  difficnlty  in  operating  interurban  traffic  through  congested  city 
streets,  it  is  my  judgment  that  negotiations  should  be  undertaken  at  once  to  develop  such  a  union  station 
and  if  found  feasible  to  convert  the  present  Franklin  street  depot  into  such  a  station-  But  as  the  present 
structure  is  probably  too  large  for  existing  interurbans,  an  effort  should  be  made  to  establish  jointly 
a  public  market  therein.  Thus  the  interurban  lines  would  find  it  possible  to  develop  at  first  hand  a  form 
of  express  Imsiness  that  has  proven  exceedingly  profitable  in  other  interurban  centers.  Entrance  tracks 
should  be  located  as  far  as  possible  off’  the  street. 

Should  this  joint  depot  eventuate,  the  previously  mentioned  terminal  in  Clinton  Square  would  not 
be  required  and  the  depressed  line  should  be  extended  further  west,  rising  to  the  surface  west  of  Clinton 
street  or  Franklin  street. 

Oswego  Canal  Strip:  The  release  of  the  Oswego  canal  will  furnish  the  occasion  to  develop  the 
canal  strip  further  for  transportation  purposes.  IMy  studies  indicate  that  by  some  interchange  of  areas 
with  abutting  properties  at  the  south  end,  and  consolidation  with  parallel  streets,  an  excellent  thorough¬ 
fare  can  be  developed  on  the  surface.  Therefore,  provision  should  be  made  if  this  canal  is  filled  for  the 
construction  of  (1)  a  two-track  interurban  entrance,  (2)  an  industrial  lead  track  for  a  railroad  frei  ght 
service  to  abutting  industries  on  the  north  (east)  side  of  the  strij)  and  (3)  a  paved  roadway  between 
for  vehicles  thus  giving  a  direct  and  rapid  exit  to  the  northeast  from  the  heart  of  the  city.  Under  no 
circumstances  should  this  canal  strip  be  allowed  to  revert  to  the  original  owners  through  non-usc  by 
the  city. 

Conservation  of  City  Plan:  There  seems  to  be  a  ilisi)osition  in  many  cities  by  a  certain  element, 
both  laymen  and  officials,  to  give  scant  consideration  to  these  essentials  of  the  city  ])lan  on  the  faulty 
assumption  that  aesthetic  and  i)ractical  values  are  diametrically  o])])osed.  I  disagree  entirely  with  this 
view  and  1  am  convinced  that  so  unusual  an  oi)portunity  for  civic  im])rovement  as  now  exists  in  Syracuse 
is  a  matter  of  universal  and  immediate  concern. 

Befcjre  final  disposition  is  made  of  the  ])ending  grade  se])aration  proceedings,  I  recommend  that 
a  general  policy  should  be  ado])ted  by  the  city  authorities  on  the  broader  aspects  of  the  city  ])lan  as 
affected  thereby.  'I'his  consideration  should  include  the  street  and  building  plans  of  the  public  center, 
the  street  i)lan  of  the  new  railroad  improvements,  the  salt  lands,  the  gas  house  district  and  the  Fast 
and  West  Side  freight  yard  districts.  If  adequate  provisions  for  obvious  improvements  are  not  now 
made,  the  lost  opportunity  may  be  irretrievable. 


30 


REPORT  OF  BION  J.  ARNOLD 


For  illustrative  purposes  only  two  street  plans  of  a  public  center  are  included  herein  to  show  the 
possibilities  of  a  desirable  development  in  the  vicinity  of  the  canal  junction  if  action  is  taken  now. 

In  some  particulars  the  street  plans  of  the  proposed  dual  ])lan  are  faulty  or  incomjdete  and  should 
be  perfected  before  proceedings  are  concluded,  thus:  (aj  Street  traffic  interference  by  Delaware,  Lacka¬ 
wanna  &  Western  bridge  abutments  at  Clinton  an  1  Onondaga  streets,  at  West  Marcellus  and  Walton 
streets,  to  be  abated;  (b)  Clinton  and  Franklin  streets,  or  both,  to  be  extended  across  the  depressed 
station  throat,  preferably  the  latter,  so  as  to  form  a  parallel  street  to  the  main  thoroughfare,  Salina 
street;  (c)  similarly,  provision  to  be  made  for  extension  of  Burnet  avenue  across  the  depression  to  connect 
with  Willow  street,  forming  a  most  desirable  through  street;  (d)  Lcxli  street  to  be  opened  across  rail¬ 
road  property  to  connect  with  streets  south  of  the  canal,  preferably  Walnut  avenue;  (ej  \’an  Rensselaer 
street  to  be  continued  across  the  West  ishore  tracks  as  at  i)resent,  either  by  viaduct  or  by  a  diversion 
and  ramp  such  as  is  possible  by  the  use  of  Sand  street. 

Railroad  Occupancy:  iMany  large  cities  are  now  struggling  with  the  problem  of  excessive  occu¬ 
pancy  by  railroad  facilities  of  needed  business  areas,  which  have  not  been  as  fully  developed  as  the 
surrounding  business  concentration  would  warrant.  The  smaller  cities  likewise  are  beginning  to  feel  this 
pressure,  and  Syracuse  is  in  this  position.  I  believe  that  the  time  has  come  for  the  city  to  adopt  such 
a  policy  as  will  encourage  the  railroads  to  abate  gradually  the  nuisance  of  occupancy  too  near  the  business 
center  and  recede  to  their  switching  and  storage  operations  and  freight  terminals  to  give  opportunity  for 
the  necessary  expansion  of  the  commercial  districts.  This  recommendation  applies  also  to  the  occu¬ 
pancy  of  public  streets  for  team  track,  storage  and  retailing  service. 


PART  II  — DISCUSSION  OF  BASIC  FACTS 
Section  1  —  Extent  of  Grade  Crossing  Elimination 

The  a])pended  list.  Table  1,  shows  the  location  of  existing  grade  crossings  which  are  required  to 
be  eliminated  and  for  which  authority  is  vested  in  the  Orade  Crossing  Commission,  also  those  crossings 
which  should  receive  consideration  in  this  report.  It  is  apparent  from  the  map  that  the  crossings  indicated 
are  by  no  means  all  of  the  grade  crossings  within  the  city  limits  and  a  distinction  must  be  drawn  be¬ 
tween  industrial  or  spur  tracks  which  are  used  infrequently  and  main  freight  or  jjassenger  tracks  which 
are  subject  to  frequent  service  or  to  use  by  long  trains.  Industrial  tracks  must  generally  remain  upon 
the  surface;  thus  the  tracks  in  Free,  North  State,  North  Clinton,  Tracy  and  Canal  streets  are  most  ser¬ 
viceable  upon  the  surface,  if  required  at  all.  The  old  Auburn  branch  of  the  New  York  Central  through 
Solvay  has  also  come  to  be  considered  as  an  industrial  track. 

A  summation  of  the  grade  separation  work  confronting  the  city  and  the  railroads  is  as  follows: 


Roads 


Inside  City 
Limits 


Outside  City 
Limits 


New  York  Central .  17  7 

Delaware.  Lackawanna  &  Western....  18 

\Vest  Shore .  10 

Rome,  Watertown  &  Ogdensburg .  4 


Total  .  49  7 


Grand  total 


56 


The  above  totals  represent  grade  separations  that  have  been  studied  or  plans  approved  by  the  Grade 
Crossing  Commission.  In  addition  thereto  the  following  appear  to  call  for  consideration,  all  being  within 
the  city  limits: 


■'  It  m‘lf*  of  f/,  r« 

f  .^lirvrtf  tnol'* 

T>  innCulotion  Ao#  S 

TtiTHfirpfihy  }iox  6  to 
Hydroffrophtf  Ao#  J  a 


SYRACUSE 

tiETAlL  BUSINESS 
OCCUPANCY 

ACCOVPANriNG  THE  REPORT  O'" 

BION  J.  ARNOLD 
RAILROAD  GRADE  SEPARATION 
CITY  OF  SYRACUSE  N.Y. 


32 


REPORT  OF  BION  J.  ARNOLD 


Roads  Inside  City  Limits 

New  York  Central .  1 

Delaware,  Lackawanna  &  Western....  1 

West  Shore .  8 

Rome,  Watertown  &  Ogdensburg .  7 


Total  .  17 


This  makes  a  total  of  73  street  intersections  with  railroads  that  require  consideration  in  this  report, 
neglecting  entirely  all  of  the  industrial  tracks  in  streets  or  crossing  streets,  such  as  those  of  Canal  street 
and  the  old  Auburn  branch.  It  should  be  said  here  that  there  may  be  a  disposition  by  some  to  treat 
the  entire  West  Shore  yard  (and  main  line  tracks  through  it)  as  industrial  yard  trackage,  not  requiring 
grade  separation.  But  this  position  appears  untenable  except  for  a  strictly  industrial  spur  track  service. 
To  adjacent  industries,  the  seriousness  of  the  traffic  problem  at  street  crossings  will  probably  increase  as 
time  goes  on,  and  as  the  retail  development  expands  eastward.  In  any  event,  the  street  crossings  east 
of  State  street  would  seem  to  be  quite  as  important  as  those  west  of  Salina  street  along  the  West  Shore 
right  of  way,  and  attention  has  long  been  directed  towards  clearing  these  crossings. 

In  addition  to  these  railroad  street  grade  crossings  there  are  also  14  canal  crossings  which  interrupt 
city  streets,  six  of  which  are  of  great  im])ortance. 

The  total  number  of  grade  separations  that  have  already  been  completed  are  15  for  all  roads,  and 
23  for  the  canal.  This  refers  to  street  crossings  only,  not  including  the  grade  separations  that  have  been 
made  by  the  roads  themselves  at  other  points.  Thus,  the  magnitude  of  the  total  problem  is  represented 
by  111  intersections,  of  which  38  or  only  about  one-third  have  already  been  taken  care  of  more  or  less 
satisfactorily. 

The  order  of  relative  importance  may  well  be  measured  by  the  amount  of  traffic  passing  into  and 
out  of  the  city  during  the  day  and  night,  especially  the  day.  The  table  below  shows  the  relative  train 
movements  per  day,  and  it  is  quite  apparent  that  the  order  of  solution  should  be  dictated  thereby. 

Trains  Cars 


1 —  New  York  Central  main  line .  62  564 

2 —  New  York  Central  local  lines . 56  211 

3 —  Delaware,  Lackawanna  &  Western  freight .  14  448 

4 —  West  Shore  freight .  9  306 

5 —  Delaware,  Lackawanna  &  Western  main  line .  11  61 

6 —  New  York  Central  freight.. . 6  120 


New  York  Central  lines . .  .  133  1201 

Delaware.  Lackawanna  &  Western  lines .  25  509 


While  there  might  develop  good  reasons  for  handling  these  projects  separately,  it  will  be  apparent 
from  the  above  that,  from  the  viewpoint  of  traffic  interference,  the  Delaware,  Lackawanna  &  Western 
cannot  well  be  relegated  to  future  consideration,  but  should  be  made  part  and  parcel  of  the  present 
solution.  This  is  particularly  true  because  of  three  very  bad  street  railway  crossings — South  West  street. 
West  Onondaga  and  South  Salina  streets,  each  of  which  is  on  a  curved  approach.  On  this  account  these 
crossings  are  quite  as  serious  as  the  three  Washington  street  crossings  with  traction  lines,  although  the 
density  of  traction  service  is  greater  in  the  latter  case.  To  illustrate  the  degree  of  nuisance  at  these  street 
railway  crossings,  it  is  only  necessary  to  compute  the  actual  car  hours,  expense  to  the  electric  railway  com¬ 
pany,  the  passenger  hours  lost  to  the  city  patrons  and  the  train  hours  lost  to  the  railroad,  to  say  nothing 
of  accident  prevention.  Some  data  is  subsequently  presented  in  connection  with  the  nuisance  of  canal 
operation  within  the  city  limits. 

Section  2  —  Growth  and  Development  of  the  City 

Population:  The  city  of  Syracuse  has  increased  in  population  during  the  last  few  decades,  while 
not  at  an  excessively  rapid  rate,  still  at  a  consistent  rate,  ranging  from  21  or  22%  around  1890  to  25% 


LEGEND 

GRADES  OVER  TEN  PER  CENT - 

GR/^DES  eETWEEN  FIVC  AND  TEN  PER  CENT-|| 
30  roOT  CONTOURS  INDICATED  BT  HEAVV  J 
LINE  STIPPLED  ON  THE  UPPER  SIDE.  J 

«0  FOOT  CONTOURS  INDICATED  BY  BLACK 
LINE  SHOWN  EMCIRCLINS  THE  BASE  OF  THE  H?- ’ 
NOTE-  THE  DATUM  PLANE  FOR  THE  A80UE 
CONTOURS  IS  363.11  MEAN  SEA  LEVEL. 


34 


REPORT  OF  BION  J.  ARNOLD 


per  decade  around  1910.  The  census,  l)Oth  Federal  and  State,  indicates  an  increase  of  the  last  decade  of 
about  25%,  although  the  State  census  is  apparently  lower.  These  percentages  compensate  for  the  effect 
of  territorial  additions  to  the  city  from  1885  to  1890  inclusive.  A  straight  line  projection  into  the  future 
upon  the  rate  of  the  last  two  decades,  respectively,  indicates  that  by  1930  a  population  of  about  190,000 
peoi)le  will  live  within  the  city  limits  as  they  are  to-day,  or  approximately  220,000  if  the  suburbs  are  annexed. 

Clearings:  The  corresponding  growth  in  bank  clearings  for  the  last  decade,  which  is  a  good  indi¬ 
cation  of  the  financial  prosperity  of  the  community,  was  I0i% ,  or  over  four  times  the  rate  of  the  popu¬ 
lation’s  growth. 

Valuation:  The  total  assessed  valuations  of  the  city  within  the  same  period  of  ten  years  has 
increased  65%  ,  or  over  two  and  one-half  times  the  increase  in  population.  This  was  partly  brought  about 
by  an  increase  in  the  basis  of  assessment  in  1912  on  real  estate,  which  accounts  for  an  increase  of  about 
$27,000,000  in  valuation,  giving  a  net  increase  in  assessed  valuations  for  the  decade  of  about  32% .  But 
as  this  net  increase  is  rather  lower  than  occurs  in  most  cities  in  this  country,  it  may  be  assumed  that  the 
increase  in  assessment  basis  was  probably  justified  and,  considered  over  the  ten-year  period,  the  gross  65%. 
increase  was  also  justified. 

Purchasing  Power:  This  is  of  interest  in  connection  with  the  bonded  debt  of  the  city  of  Syracuse 
and  its  possible  purchasing  power  in  the  execution  of  public  improvement  such  as  grade  separation.  The 
legal  limit  of  bonded  debt,  exclusive  of  water  bonds,  is  10%  of  the  assessed  valuation.  Thus  it  occurred 
that  on  January  1,  1916,  the  margin  between  actual  debt  and  constitutional  limit  was  $3,ol9,094,  and  the 
outstanding  debt  $11,150,990  at  that  time.  During  the  last  decade  the  bonded  debt  increased  o3%.  The 
margin  is  now  lower  than  at  any  time  since  1912. 

This  relation  between  the  population  and  assessed  value  or  purchasing  power  has  been  found  in 
many  cities  to  be  an  almost  mathematical  relation  varying  approximately  as  the  1.5th  to  1.8th  power  of 
the  population  Expressed  in  other  terms,  this  means  that  the  purchasing  power  is  increasing  consid¬ 
erably  faster  than  the  population,  e.  g.,  as  the  population  doubled,  the  purchasing  power  would  be  more 
than  trebled. 

General  Growth:  In  general  it  may  be  said  that  the  growth  of  the  city  has  been  consistent  and 
at  a  fair  though  not  rapid  rate,  indicating  reasonable  stability.  However,  there  is  every  reason  to  believe 
that  even  a  more  rapid  rate  of  growth  may  be  anticipated  for  the  future,  partly  from  the  effect  of  Barge 
canal  operation  and  conseciuent  readjustment  of  commodity  route  and  freight  rates.  This,  it  is  expected, 
will  result  not  only  from  the  operation  of  the  State  Barge  canal  east,  Avest  and  north,  but  especiall} 
by  the  opening  of  the  Welland  canal  from  Lake  Erie  to  Lake  Ontario.  Any  considerable  development 
of  the  Oswego  gateway  will  presumably  be  reflected  in  that  of  Syracuse. 


Section  3  —  Railroad  Organization  of  Syracuse  District 

The  development  of  Syracuse  has  repeated  the  frequent  experience  of  a  city  growing  around  the 
railroad  until,  conditions  becoming  intolerable,  the  railroads  have  to  go  around  the  city,  likewise  m  the 
destructive  effect  of  competition  when  unregulated.  Originally  there  Avere  five  railroad  terminals,  viz., 
NeAV  York  Central,  DelaAvare,  LackaAvanna  &  Western,  Rome,  WatertoAvn  &  Ogdensburg,  West  Shore 
and  Chenango  Valley.  Subsequent  corporate  consolidation  resulted  only  in  reducing  the  number  of  pas¬ 
senger  stations.  It  did  not  reduce  the  total  railroad  occupancy,  but  rather  increased  it  by  operating 
trains  through  Franklin  street.  All  of  the  freight  facilities  and  switching  yards  Avere  retained,  except 
Avhere  the  city  forced  the  opening  of  Canal  street.  The  present  facilities  are  fully  listed  upon  the  accom¬ 
panying  map.  Figure  1,  but  may  be  summarized,  exclusive  of  main  line  tracks,  as  folloAvs ;  , 

1.  Freight  Houses:  Ncav  York  Central  inbound  and  outbound  house  at  West  street  along  the 
can.  West  Shore  in  and  outbound  house  at  ToAvnsend  and  Canal  streets,  small  Rome,  W  atertOAvn 
Ogdensburg  freight  house  at  Clinton  and  Belden  avenue,  Delaware,  LackaAvanna  &  W  estern  inbound 
house  in  the  Armory  yard,  outbound  house  at  Fayette  and  West  streets- 


PASt 


harbor  •bbo'”' 


LEGEND  ; 

■■■  HEAVY  MIXED  TRAFTIC 

—  HEAVY  PAS3ENSER  v'ehICULAR 
TRAFFIC 

—  PASSENGER  VEHICUl.AR  TRAFFI 
•  ••  HEAVY  TRUCKING  STREETS 
000  MINOR  TRUCKING  STREETS 


*  SYRACUSE 

CITV  STREET  SYSTEM 

•'■ri  /ACCOMPANYING  THE  REPORT  8F 

8  I  ON  J.  ARNOLD 
.  "g'  OAILRO/AD  GRADE  SEPARATION 
nrf.-  SyRACUSE  N.Y. 


36 


REPORT  OF  BION  J.  ARNOLD 


3.  Coach  Yards:  In  the  rear  of  New  York  Central  station,  along  Fayette  street  and  in  Armory  yard. 

4.  Classification  and  Storage  Yards:  Between  the  canal  and  West  Fayette  street,  extending  from 
South  \\  est  street  to  West  Genesee  street,  also  between  the  canal  and  Burnet  avenue,  from  Townsend 
street  to  the  city  limits  and  along  Belden  avenue.  The  switching  and  interchange  yards  for  the  Syracuse 
Junction  and  Rome,  Watertown  &  Ogdensburg  railroads  at  the  Iron  Pier  and  in  the  vicinity  of  Solvay, 
have  less  immediate  bearing  upon  the  major  problem  of  the  city  proper. 

5.  Engine  Houses  and  Shops:  New  York  Central  in  Fayette  street  yards,  Delaware,  Lackawanna 
&  Western  near  Fayette  street  and  Harbor  Brook,  West  Shore  near  Burnet  and  Teall  avenues  (now 
abandoned). 

Divisional  Operation:  The  New  York  Central  has  long  operated  its  overland  freight  service  in 
three  sections:  From  Buffalo  to  Syracuse,  Syracuse  to  Albany,  and  Albany  to  New  York,  respectively. 
This  was  responsible  for  the  development  of  very  extensive  yard  facilities  in  East  Syracuse  called  the 
De  Witt  Yards,  extending  as  far  east  as  Minoa,  about  3.5  miles  in  length-  The  early  prohibition  by 
the  city  of  freight  traffic  through  Syracuse,  caused  the  construction  of  the  Syracuse  Junction  belt  line, 
north  of  the  city  limits.  Further,  a  break-up  yard  on  the  west  side  was  also  developed  at  Belle  Isle  for 
Syracuse  and  transfer  freight. 

The  West  Shore  main  line  east  of  Syracuse,  while  still  operating  some  freight  service,  is  leased  by 
the  Oneida  third  rail  electric  road  as  far  as  Utica  and  Little  Falls  for  passenger  and  electric  freight 
service.  All  excent  Delaware,  Lackawanna  &  Western  steam  passenger  service  is  thus  concentrated  in 
the  present  Franklin  street  station. 

The  Lackawanna  has  remained  practically  undeveloped  except  in  the  enlargement  of  the  west  side 
yards  south  of  the  canal  between  Geddes  and  West  Genesee  streets,  and  the  construction  of  a  new  inbound 
freight  house  on  the  Armory  yard  property,  with  the  idea  of  ultimately  enlarging  for  two-story  operation. 
However,  an  industrial  spur  through  the  salt  lands  was  constructed  with  considerable  difficulty,  apparently 
for  competitive  purposes,  although  now  connected  wrth  Rome,  Watertown  &  Ogdensburg  tracks  in  Clinton 
street,  and  serving  a  few  industries,  principally  a  coal  trestle. 

Local  passenger  trains  are  operated  between  Oswego  and  Binghamton,  connecting  there  with  the  | 
main  line,  but  since  the  decay  of  the  lumber  business  through  the  port  of  Oswego,  railroad  service  on  , 
this  line  has  largely  been  anthracite  coal  and  manufactured  products,  so  much  so,  that  the  railroad  officials 
have  repeatedly  been  credited  with  the  statement  that  the  “line  to  Oswego  does  not  pay.” 

The  New  York  Central  lines,  on  the  other  hand,  operate  along  and  not  across  the  direction  of  main 
line  travel,  both  freight  and  passenger,  and  have  provided  adequate  means  for  detouring  freight  around 
the  city. 

Lake  Ports:  A  study  of  the  railroad  system  of  New  York  State  with  reference  to  Syracuse  traffic, 
shows  that  the  Delaware,  Lackawanna  &  Western  line  through  Syracuse  fulfills  the  function  of  a  lake 
freight  carrier  more  than  a  ])assenger  line,  being  the  connection  from  its  main  line  at  Binghamton  with 
the  most  important  easterly  port  on  Lake  Ontario — Oswego.  This  port  is  also  shared  by  the  Rome, 
Watertown  &  Ogdensburg  and  lessee  and  the  New  York,  Ontario  &  Western  railroad. 

In  the  same  manner  the  Lehigh  Valley  railroad  has  developed  a  lake  port  at  Fair  Haven,  the  Penn¬ 
sylvania  at  Sodus  Point,  and  the  Buffalo,  Rochester  &  Pittsburg  and  New  York  Central  at  Charlotte, 
north  of  Rochester.  From  the  Scranton  coal  fields,  the  Delaware,  Lackawanna  &  Western  line  to  Oswego 
provides  the  shortest  haul. 

Effect  of  Welland  Canal:  It  is  of  interest  to  observe  here  the  probable  result  of  the  re-alignment 
of  traffic  routes  after  the  completion  of  the  Welland  and  Erie  Barge  canals.  All  barge  through  traffic 
will  then  pass  by  the  city,  exce])t  that  destined  Delaware,  Lackawanna  &  Western  rail  south,  which  will 
have  to  pass  through  the  city.  Lake  freight  transferred  at  Oswego  to  New  York  Central  lines  will  pre¬ 
sumably  also  divert  by  the  New  York,  Ontario  &  Western  line  to  Oneida.  However,  any  growth  in  traffic 
due  to  the  Welland  canal  and  resulting  activity  in  the  port  of  Oswego  will  presumably  be  shared  by  the 


nauRE-E 


PflSt 


LEG  tNO 
INDUSTRIAL  PROP 
yM'-STA  RAILROAD  PROPE 


Y  SYRACUSE 

INDlJSTRIAL  and  railroad 

OCCUPANCY 

accompanying  the  report  of 
BION  J  ARNOLD 
RAILROAD  GRADE  StRARATION 
CITY  OF  SYRACUSE  N  Y 


38 


REPORT  OF  BION  J.  ARNOLD 


Delaware,  I^ackawanna  &  Western  railroad,  and  that  such  portion  must  necessarily  have  to  pass  through 
the  heart  of  the  city  of  Syracuse,  if  no  by-pass  is  provided.  The  probability  of  such  growth  and  condi- 

2.  Team  Tracks:  Principally  along  Canal,  Fayette  and  Tracy  streets,  and  in  the  Armory  yard. 

Miscellaneous  tracks  in  Taylor,  Clinton,  Belden  and  Free  streets  and  Sunset  avenue,  also  in  the  salt  lands 
at  Solar  street. 

tions  involved  is  discussed  in  Section  3  following.  The  New  York  Central  lines  have  already  made  ample 
provision  for  the  future  by  the  Syracuse  Junction  belt  for  removing  from  Syracuse  the  nuisance  of  freight 
service ;  but  no  such  provision  has  yet  been  made  nor  apparently  contemplated  for  the  near  future  on  the 
part  of  the  Lackawanna  railroad. 

It  is  understood  that  Canadian  freight  is  already  being  hauled  to  the  Atlantic  seaboard  by  ferry  at 
Prescott,  thence  detouring  around  the  Adirondack  mountains  via  Watertown  and  Syracuse  to  the  East, 
and  that  through  Canadian  passenger  service  may  also  be  established  by  that  route. 

Franchise  Stipulation:  Railroad  history  may  be  drawn  upon  in  the  case  of  the  West  Shore  railroad 

for  two  interesting  points.  In  the  franchise  granted  to  the  company  September  5,  1881  : 

“Permission  is  hereby  granted  to  the  New  York,  West  Shore  &  Buffalo  railroad  company  to  con¬ 
struct,  maintain  and  operate  in  a  portion  of  their  railway,  a  double  track  railroad,  with  the  necessary 
sidings  and  appurtenances  in,  upon,  through  and  across  certain  streets  in  the  city  of  Syracuse  as  follows.” 

This  apparently  establishes  the  integrity  of  a  double  space  track  right  of  way.  Also  it  is  expressly 
stipulated  that : 

“Between  Franklin  and  McBride  streets  only  two  tracks  without  sidings  shall  be  laid  across,  through, 
upon  or  along  these  streets  without  express  permission  from  the  Common  Council.” 

Further,  there  was  contemplated  in  the  franchise  the  ultimate  construction  of  certain  bridges  across 
the  railroad  and  canal  to  provide  unobstructed  passage  way  from  the  north  to  the  south  side  of  the  city,  thus : 

“Said  company  shall,  whenever  the  Common  Council  may  direct,  within  three  months  after  such 
direction  shall  be  given,  construct  and  maintain  at  Lock  street  (State  street),  Catherine  and  Williams 
(Crouse  avenue)  streets,  a  continuous  bridge  with  proper  and  suitable  approaches  from  the  north  line  of 
its  road  over  all  its  tracks  and  those  of  the  Chenango  Valley  railroad  to  the  Erie  canal.  The  same  to 
be  constructed  under  the  direction  and  subject  to  the  approval  of  the  surveyor  and  engineer.  All  the 
aforesaid  provisions  and  conditions  shall  apply  to  and  bind  the  successor  and  assigns  of  said  railway 
company-” 

This  provision  for  the  construction  of  these  overhead  steel  viaducts  has  never  been  cancelled  by 
amendment  of  the  Common  Council  and  consequently  form  an  element  in  the  treatment  of  the  West 
Shore  freight  yard  property. 

Actual  Train  and  Car  Movement:  A  summary  of  a  normal  business  day’s  travel  for  all  roads  indi¬ 
cates  in  general  the  following : 


Passenger  trains  per  day  through  city .  129 

Freight  trains  per  day  through  cit}'' .  29 

Freight  trains  per  day  through  city  via  Junction  railroad .  75 

Total  trains  through  the  city  per  day . . .  158 

Total  passenger  cars  through  city .  833 

Total  freight  cars  through  the  city . 879 

Total  car  movements  through  the  city .  1712 

Total  passengers  handled  per  day . . .  7770 


From  this  data  it  appears  that  more  freight  cars  are  moved  through  the  city  per  day  than  passenger 
cars,  and  that  the  Delaware,  Lackawanna  &  Western  now  operates  through  more  freight  cars  than  the 
New  York  Central  and  West  Shore  combined.  Vice  versa,  it  is  not  appreciated  that  practically  as  many 
freight  trains  and  cars  are  being  hauled  by  the  New  York  Central  through  the  city  as  by  the  Delaware, 
Lackawanna  &  Western,  some  of  these  trains,  65  cars  in  length,  passing  through  Washington  street. 

The  tonnage  statistics  indicate  that  about  12,000  tons  of  freight  are  moved  in  and  out  of  Syracuse 
per  day  and  that  carload  movement  represents  the  great  majority  of  Delaware.  Lackawanna  &  Western 
freight,  which  would  be  handled  either  on  team  tracks  or  industrial  sidings- 


REPORT  OF  BION  J.  ARNOLD 


39 


The  station  capacity  required  to  handle  this  passenger  train  movement  is  discussed  later  in  connec¬ 
tion  with  the  capacity  of  Scheme  X  station  arrangement.  But  it  is  obvious  that  any  detailed  analysis 
of  existing  freight  and  passenger  facilities  and  their  future  disposition  would  be  useless  until  the  major 
problems  of  civic  policy,  co-operation  of  the  roads  and  financial  resources  are  determined,  and  this  report 
can  only  indicate  in  general  the  most  desirable  location  and  the  limitations  to  impose  upon  further  rail¬ 
road  occupancy  in  the  city. 

Electrification:  The  electrification  of  the  railroads  through  Syracuse  appears  to  be  regarded  by  many 
as  a  posssibility  of  the  near  future.  But  it  may  be  unqualifiedly  stated  that  as  a  terminal  jjroposition 
alone  the  electrification  even  of  the  New  York  Central  lines  cannot  be  considered  feasible  until  such  time 


How  the  Canal  will  look  when  unwatered.  Looking  west  from  State  Street  bridge. 

as  the  main  line  is  electrified  at  least  for  passenger  traffic.  Terminal  electrification  alone  would  necessi¬ 
tate  a  complete  equipment  of  engine  houses  and  lay-over  facilities  at  or  near  the  junction  points,  east  or 
west.  For  a  stub-end  passenger  terminal  branching  off  the  main  line,  this  would  be  serious  enough,  but 
for  a  through  station,  practically  a  duplicate  equipment  would  be  required.  Furthermore,  there  is  a  prob¬ 
ability  that  road  engine  service  between  Buffalo  and  New  York  (or  Yonkers,  the  end  of  the  electrification 
zone)  will  soon  be  divided  into  two  divisions  instead  of  three  at  ])resent,  thus  transferring  the  first  junc¬ 
tion  point  from  East  Syracuse  further  east  to  Utica.  IManifestly  it  would  be  impracticable  to  operate  a 
section  of  electrified  terminal  line  in  such  a  long  run  unless  absolutely  necessitated  by  such  a  serious 
obstruction  as  the  Detroit  river  tunnel. 

It  may  be  stated  with  equal  emphasis  that  whatever  means  are  adopted  or  terminal  i)lans  accepted 
now  for  the  relief  of  the  grade  crossing  situation  in  Syracuse,  these  should  contemplate  the  ultimate 
electrification  of  the  main  line  in  its  passage  through  Syracuse.  'Phis  may  first  ajjply  only  to  ])assenger 
service,  with  which  this  report  is  principally  concerned.  With  this  in  mind,  any  plan  for  depression  of 
tracks  appears  more  favorable  than  elevation,  and  the  city  of  Syracuse  could  well  aft'ord  to  accept  the 
smoke  nuisance  from  a  depressed  cut  for  some  years  in  order  to  realize  the  greater  advantages  of  de¬ 
pression  at  such  time  as  main  line  electrification  comes  into  effect.  And  most  important  of  all.  when 
this  is  effected,  the  “air  rights”  can  be  utilized  and  the  entire  right  of  way  of  the  railroad  will  become 
available  for  industrial  or  civic  ])uri)oses- 


40 


REPORT  OF  BION  J.  ARNOLD 


Section  4  —  Canal  Organization,  Syracuse  District 

The  new  Barge  canal  following  Seneca  river  and  Oneida  lake,  when  completed,  will  render  of 
secondary  value,  or  no  value  at  all,  about  70  miles  of  old  Erie  canal,  between  Cayuga  lake  and  Rome, 
including  the  Syracuse  section,  also  the  old  Oswego  route  through  the  Oswego  river.  This  practical 
release  of  the  old  canal  bed  is  the  source  of  much  diversity  of  opinion  regarding  its  future  use.  These 
opinions  may  be  grouped  under  three  classes : 

1.  That  the  old  canals  should  be  maintained  with  the  water  in  them  for  whatever  use  could  be 
made  of  them,  regardless  of  the  continued  expense  for  maintenance  of  the  banks  and  bridges  and  also 
regardless  of  the  obstruction  which  these  bridges  cause  through  the  city,  not  only  on  account  of  the 
steep  approach  grades  (in  many  cases  prohibitive),  but  also  of  the  obstruction  and  delays  to  traffic,  occa¬ 
sioned  thereby. 

2.  That  the  canals  should  be  retained  with  lowered  fixed  bridges  as  a  water  course  for  ^deasure 
boats,  for  the  beautification  of  the  city,  or  for  purely  sentimental  reasons,  or  the  canal  bed  should  be 
filled  in  level  with  the  surrounding  surface,  and  maintained  as  an  additional  highway  through  Syracuse 
from  east  to  west,  and  from  Syracuse  to  the  north. 

3.  That  as  the  canals  have  been  rendered  practically  useless  by  the  larger  project,  they  should 
be  made  use  of  immediately  for  the  most  pressing  needs  of  the  city  of  Syracuse,  such  as  grade  separa¬ 
tion,  i.  e.,  the  canal  bed  should  be  used  as  a  railroad  right  of  way  through  the  city,  either  for  steam 
roads,  interurban  roads,  or  for  both. 

Canal  Operation:  The  past  record  of  the  operation  of  these  old  canals  furnishes  data  of  interest. 
Taking  the  year  1913  as  representative  of  conditions  prior  to  the  opening  of  the  new  Barge  canal; 


Commodities  moved  on  Erie  canal,  1913  .  1,788,453  tons 

Maximum  year,  1880 . 4,608,651  tons 

Average  since  1900,  about . 2,000,000  tons 

Commodities  moved  on  Oswego  canal,  1913 .  61,554  tons 

Maximum  year,  1882 .  445,295  tons 

Average  since  1900,  about.  .  110,000  tons 

Tonnage  to  tide  water,  Erie  canal,  1913 .  222,000  tons 

Maximum  year,  1880 .  3,466,900  tons 

Average  since  1900,  about . .  500,000  tons 

Tonnage  all  canals  of  the  State,  1913 . .  .  2,602,035  tons 

Maximum  year,  1880 . . .  6,457,655  tons 

Average  since  1900,  about .  3,200,000  tons 


Analyzing  the  distribution  of  commodities  handled  between  1890  and  1913,  it  appears  that  for  all  of 
the  canals,  lumber,  grain,  iron  and  steel,  coal  and  ore,  and  general  merchandise  have  all  decreased  to  a 
fraction  of  the  former  tonnage.  The  handling  of  stone,  lime,  clay  and  sand  alone  increased-  However, 
in  these  latter  products  the  tonnage  handled  to  and  from  Syracuse  decreased,  as  in  practically  all  of  their 
commodities  except  potash. 

In  1890  the  Erie  canal  handled  6391  of  the  total  tonnage  on  New  York  canals,  in  1913  69 ■  Sim¬ 
ilarly  the  Oswego  canal  handled  29%  in  1890  and  2.4'/  in  1913. 


REPORT  OF  BION  J.  ARNOLD 


41 


In  the  summation  of  products  carried  to  Hudson  tidewater,  even  neglecting?  the  loss  of  the  lumber 
and  grain  business  of  the  eighties,  it  is  apparent  that  the  value  of  the  canal  for  through  service  has  been 
gradually  declining,  and  during  the  past  decade,  for  practically  all  other  i)urposes.  Considering  the  local 
traffic  entirely  to  and  from  Syracuse,  the  total  movement  of  h'rie  and  (Jswego  canals  declined  from 
410,000  tons  in  1903  to  266,100  tons  in  1915,  this  decline  taking  place  in  practically  every  commodity, 
except  potash. 

It  is  held  by  the  opponents  of  the  canal  abandonment,  that  this  decline  would  have  taken  place, 
because  of  the  gradual  retirement  of  old  worn  out  barges  in  anticii)ation  of  the  larger  canal.  But  no 
information  is  available  to  the  effect  that  new  barges  of  the  smaller  type  will  ever  again  be  constructed 


Canal  Junction  as  it  looks  when  unwatered.  Note  the  excavation  and  width  of  prism. 


for  operation  on  the  short  section  between  Rome  and  Cayuga  lake,  even  should  this  water  way  be  held 
open  to  traffic. 

Canal  Detour:  In  connection  with  this  discussion,  an  effort  was  made  to  determine  the  possibilities 
of  connecting  the  two  canals  at  some  point,  east  and  west  of  Syracuse  and  with  the  level  of  Onondaga 
lake.  The  eastern  end  is  automatically  taken  care  of  as  the  old  Itrie  canal,  from  Rome  to  Syracuse,  will 
be  maintained  as  a  feeder  to  the  new  canal  as  far  west  as  Butternut  creek.  4'he  westerly  connection 
would  take  place  at  Cayuga  lake  or,  by  the  construction  of  several  miles  of  canal  and  some  locks,  with 
the  bend  in  Seneca  river  east  of  Cross  lake.  The  difference  in  levels  of  the  old  Erie  canal  and  Onondaga 
lake  in  Syracuse  would  require  the  construction  of  about  five  locks  of  the  normal  lift  at  the  congested 
throat  at  the  lower  end  of  the  lake,  and  the  provision  of  a  wide  water  or  turning  basin  above  the  locks. 

Value  to  Syracuse:  In  view  of  the  above,  it  would  seein  that  if  the  city  of  Syracuse  finds  suffi¬ 
cient  use  for  the  canal  for  commercial  purposes,  it  should  be  pre])ared  to  al)Sorb  a  very  generous  share 
of  the  cost  of  reconstruction  and  the  normal  cost  of  maintenance.  Between  the  East  Syracuse  and  the 
Jordan  levels,  are  four  locks,  three  of  which  are  in  the  city  of  Syracuse.  It  is  very  (luestionable,  there¬ 
fore,  whether  this  waterway  would  ever  be  of  use  as  a  route  for  pleasure  boats,  even  if  the  bridges  were 
not  lowered. 

An  attempt  was  made  in  this  investigation  to  ascertain  just  how  much  the  Syracuse  section  of  the 
canal  was  depended  upon;  particularly  the  section  passing  through  the  business  center.  Manufacturers 


42 


REPORT  OF  BION  J.  ARNOLD 


located  along  the  canal  were  invited  to  ])resent  data  to  this  efifect.  Xo  returns  were  made,  except  simply 
a  list  of  those  owning  properties  on  the  canal.  As  far  as  can  he  ascertained,  the  potteries  appear  to  be 
most  affected.  Hence,  it  appears  that  the  actual  use  of  the  canal,  if  maintained  through  Syracuse,  would 
be  extremely  limited,  and  that  only  to  a  few  industries,  which  could  possibly  use  the  Barge  canal  to 
even  better  advantage  by  readjusting  their  facilities  for  handling  bulk  products- 

Bridge  Delays:  From  the  city’s  viewpoint,  it  is  well  to  consider  the  magnitude  of  the  obstruction 
caused  by  raised  bridges.  To  be  sure,  the  canal  traffic  is  suspended  during  six  months  of  the  year,  and 
no  obstruction  occurs  except  where  bridges  are  out  of  order  and  have  to  be  raised  for  several  hours  or 
even  days.  However,  this  fact  makes  the  obstruction  more  apparent  during  the  six  months  of  the  summer 
and  fall,  when  about  4,600  lockages  are  made  at  locks  49  and  50  (Syracuse  and  Solvay),  respectively. 
During  July,  1913,  there  were  nearly  29  lockages  per  day  recorded,  most  of  which  occurred  in  the  day¬ 
time,  thus  averaging  from  2  to  21/2  lockages  per  hour,  in  both  directions.  When  it  is  considered  that 
such  vitally  important  thoroughfares  as  State,  Salina,  Clinton  and  Franklin  stsreets  are  subjected  to  this 
interruption  at  any  time  of  the  day,  rush  hours  or  non-rush  hours,  and  that  these  bridge  lifts  are  extremely 
slow,  requiring  from  seven  to  15  minutes  for  the  renewal  of  traffic,  the  argument  for  the  abandonment  of 
the  canal  becomes  forcible. 

The  New  York  State  railways  compiled  for  the  year  1914  a  summary  of  these  delays  to  the  Syracuse 
lines  at  two  Erie  canal  bridges,  Salina  and  West  Genesee  streets,  and  two  Oswego  bridges,  X’orth  Salina 
and  Free  streets.  The  observations  covered  from  May  14th  to  November  25th,  inclusive.  Eleven  surface 
lines  were  affected  directly  and  ])ractically  all  of  them  indirectly,  due  to  the  temporary  rerouting  necessary. 

This  record  is  as  follows  : 


Number  of  cars  delayed,  rush  hours .  267 

Non-rush  . .  .  271 


Total  .  . . . . . .  538 

Car  minutes  delay,  morning  rush  hours  (6  to  8.30) . . .  669 

Noon  rush  hours  (11.30  to  1.30) .  1475 

Evening  rush  hours  (4.30  to  6.30) . . .  .  2047 

Other  times . . .  .  .  .  3614 


Total  . . . . .  7805 

Average  minutes  delay  per  car,  obtained  by  dividing  total 
car  minutes  delay  during  the  period — 7805 — by  actual 
number  of  cars  obstructed — 538 .  14.5  minutes 

Average  delay  for  rush  hour  cars  only  (2047  car  minutes 

divided  by  267  cars  delayed) .  8.0  minutes 


The  surface  lines  of  Syracuse  handle  about  41,000,000  passengers  per  year,  including  transfers,  or 
33,000,000  revenue  passengers.  Practically  all  of  the  routes  are  affected  directly  or  indirectly  by  these 
canal  bridges.  There  are  no  closed  bridge  hours  during  rush  periods,  as  in  Chicago  and  many  other  cities, 
and  in  fact,  the  average  delay  is  20%  higher  during  rush  hours  than  during  non-rush  hours.  The  delays 
quoted  above  are  only  those  of  one  minute  or  more  duration.  Should  shorter  delays  have  been  included 
the  result  would  have  been  much  more  obvious.  This  obstruction,  in  addition  to  the  physical  obstruction 
offered  by  the  steep  grades  at  the  permanently  raised  bridges,  would  be  to  strengthen  the  argument  for 
abandonment  of  the  Syracuse  section  of  the  canal. 

Barge  Canal  Harbor:  The  new  canal  basin  in  the  salt  lands  will  be  a  little  over  one  mile  from  the 
west  end  manufacturing  district,  and  about  two-thirds  of  a  mile  from  the  N^orth  State  street  manufacturing 
district.  The  development  of  proj^er  thoroughfares  will  also  provide  a  direct  outlet  to  Solvay  from  1.5  to 
two  miles  distant.  With  freight  handling  appliances  and  motor  trucks,  this  facility  should  serve  the  in- 


REPORT  OF  BION  J.  ARNOLD 


43 


dustrial  district  surrounding  the  salt  lands  for  some  years.  P)Ut  Onondaga  lake  itself  possesses  much  greater 
possibilities  for  the  future,  as  it  is  sufficiently  deep  at  the  proposed  new  bulkhead  line,  requiring  com¬ 
paratively  little  hlling  at  any  point,  to  develop  access  to  the  deep  water  front. 

It  would  seem,  therefore,  that  the  Syracuse  district  will  be  well  provided  with  barge  service  without 
the  central  section  of  the  Erie  canal  being  maintained  through  the  city.  While  the  east  and  west  sections 


Throat  of  the  Erie  Canal.  Looking  East  from  Salina 
Street. 


of  the  canal  could  still  be  maintained  as  supplemental  stub-end  terminals  (as  far  as  wide  water  on  the 
east  —  about  Lock  47' — and  Geddes  street,  or  to  the  bend  at  Tompkins  street  on  the  west),  and  used 
for  building  and  manufacturing  materials  in  bulk,  the  result  of  the  previously  mentioned  inquiry  indicated 
no  great  demand  for  such  additional  facilities.  Hence,  the  Erie  canal  could  be  abandoned  in  its  entirety 
without  difficulty. 

Oswego  Gateway:  A  study  of  the  new  canal  indicates  that  the  eastern  half,  except  for  about  90 
miles,  will  operate  through  canalized  rivers  and  lakes,  i.c.,  from  Lake  Cayuga,  east  to  the  Hudson  river, 
and  by  the  Oswego  river  to  Lake  Ontario.  This  provides  a  high-si)eed  barge  water  way  from  the  Great 
Lakes  to  the  Atlantic  seaboard.  As  a  natural  result,  there  should  How  through  the  Oswego  gateway  a. 


44 


REPORT  OF  BION  J.  ARNOLD 


heavy  freight  traffic  that  heretofore  has  never  existed,  excejjt  perhajjs  during  the  days  of  the  i)rosperous 
Canadian  lumber  business  through  the  Oswego  canal.  This  readjustment  in  the  transcontinental  transpor¬ 
tation  of  commodities  will  presumably  be  brought  about  through  corresponding  adjustments  in  rates  or 
tariffs  which  will  tend  to  favor  greatly  the  water  haul  as  against  the  all-rail  haul  for  certain  commodities. 

It  appears  that  the  future  development  of  the  i)ort  of  Oswego  will  depend  very  largely  upon  the 
action  of  the  Canadian  government  in  fixing  toll  rates  through  the  Welland  canal.  In  the  early  days  the 
Welland  canal  was  toll  free.  Later  a  tax  was  imposed  on  all  tonnage  into  American  territory.  This  tax 
was  continued  uj)  to  1902,  when  it  was  reduced  to  a  nominal  amount,  making  it  again  a  practically  free 
canal.  In  the  meantime,  however,  rail  transportation  had  been  sufficiently  organized  to  avoid  the  expense 
of  the  canal  toll,  with  the  result  that  Buffalo  became  the  important  grain  and  coal  trans-shipment  point, 
and  the  port  of  Oswego  lost  its  most  lucrative  business. 

In  accordance  with  a  treaty  between  the  United  States  and  Canada,  there  can  be  no  tax  imposed 
on  any  American  goods  passing  through  the  Welland  canal  unless  the  same  tax  is  imposed  on  Canadian 
goods.  However,  as  it  is  probable  that  the  Canadian  government  is  quite  anxious  to  develop  the  port  of 
Alontreal,  any  tax  under  this  treaty  would  tend  to  divert  shipments  to  American  tidewater  ports,  so  that 
it  is  quite  likely  that  the  port  of  Oswego  will  enjoy  the  benefits  of  the  Welland  canal,  which  will  make 
possible  through  long  distance  transportation  in  large,  high-speed  barges  of  10  feet  draft  and  2,000  ton 
burden,  from  the  Atlantic  seaboard  to  all  of  the  ports  on  the  Great  Lakes  via  the  Oswego  gateway. 

Should  this  be  the  case,  it  is  quite  likely  that  rate  differentials  may  be  worked  out  greatly  favoring 
through  water  transit.  And  it  is  estimated  by  barge  transit  companies  that  in  grain  alone  a  saving  of 
Ic.  per  bushel  and  two  days  in  transit  between  New  York  and  Chicago  and  Duluth  could  be  effected. 

Comparing  the  various  lake  ports,  Oswego  stands  about  fourth  in  shipments,  sixth  in  receipts  and 
second  in  anthracite  shipments.  During  1914-15,  shipments  likewise  decreased,  due  largely  to  the  tight¬ 
ness  of  Canadian  money  markets.  However,  it  is  reported  that  for  all  other  roads  serving  Oswego,  the 
total  in  and  out  Oswego  freight  increased  from  about  570,000  tons  in  1910  to  over  920,000  tons  in  1915, 
exclusive  of  coal  exported  from  Oswego.  During  the  last  decade  these  anthracite  shipments  from  Oswego 
have  increased  about  30%,  principally  by  the  Delaware,  Lackawanna  &  Western  and  the  New  York. 
Ontario  &  Western  lines.  In  1914  each  of  these  roads  shipped  west  via  port  of  Oswego  and  Welland  canal 
about  235,000  tons  of  anthracite  coal. 

The  receipts  at  Oswego  fell  oft'  largely  in  1913  and  1914  due  to  strikes  in  the  coal  mines  and  due 
to  some  paper  mills  closing  in  the  Oswego  valley.  Formerly  pulp  wood  was  the  largest  import  in  Oswego. 
The  rail  rates  on  Scranton  anthracite  coal  are  at  present  7.5  mills  per  ton  mile  to  Buffalo  and  11.1  mills 
to  Oswego,  although  the  latter  is  a  shorter  rail  haul.  This  necessarily  removes  Oswego  from  competition 
with  Buft'alo.  But  if  a  rate  of  perhaps  nine  mills  per  ton  mile  to  Oswego  could  be  put  into  eft'ect,  it  is 
estimated  that  a  saving  of  11c.  per  ton  in  total  haul  to  Chicago  and  Duluth  via  Oswego  could  be  made. 
But  by  itself,  this  saving  would  not  be  sufficient  to  warrant  extensive  port  development  for  handling  coal.* 

Effect  Upon  Syracuse:  From  the  above  it  aiq)ears  that  while  the  port  of  Oswego  and  surrounding 
industries  are  at  the  present  time  somewhat  less  active  than  usual,  there  is  every  indication  that  normal 
growth  will  be  resumed  in  the  future,  particularly  upon  the  completion  of  canal  facilities  both  in  the 
United  States  and  Canada.  It  is  inconceivable  that  this  growth  will  not  affect  the  entire  Oswego  valley. 
And  it  is  equally  inconceivable  that  the  Delaware,  Lackawanna  &  Western  railroad  will  not  enjoy  a  very 
good  share  in  this  growth. 

*At  the  hearing  before  the  Board  of  Engineers  of  Rivers  and  Harbors  at  Washington,  January  11,  1916,  certain 
interesting  facts  were  brought  out,  viz.:  that  Oswego  was  several  luindred  miles  nearer  ocean  via  the  canal  than  by 
the  way  of  the  St.  Lawrence  River;  that  the  rate  of  insurance  is  lower,  and  that  Canada  has  a  greater  area  of  arable 
land  suited  to  grain  and  food  production  than  the  Lbiited  States.  The  one  cent  per  bushel  possible  saving  in  a  canal 
rate  was  contrasted  with  the  fact  that  the  grain  business  of  the  world  is  done  on  one-eighth  cent  margin  which  means 
a  saving  of  $1,000  per  cargo  for  lake  boats.  Also  it  was  stated  that  the  barge  canal  could  probably  handle  all  grain 
during  their  normal  shipping  season.  When  it  is  considered  that  the  Port  of  Buffalo  practically  developed  its  grain 
business  on  a  basis  of  differentials,  due  to  improved  canal  transportation,  it  seems  quite  likely  to  affect  important 
changes  at  the  Port  of  Oswego. 


REPORT  OF  BION  J.  ARNOLD 


45 


All  these  data  have  been  presented  to  emphasize  the  point  that  the  fntnre  should  be  considered  at 
least  in  any  steps  that  are  now  taken  to  dispose  of  the  Delaware,  Lackawanna  &  Western  grade  crossings 
through  Syracuse.  For  without  a  detour  line  around  the  city,  it  is  unavoidable  that  all  Delaware,  Lacka¬ 
wanna  &  Western  freight  hauled  between  Oswego  and  the  Atlantic  seaboard  will  have  to  continue  to 
pass  through  the  heart  of  Syracuse.  Such  is  the  grave  (piestion  of  civic  and  railroad  policy  with  which 
the  city  is  confronted. 

Section  5  —  Electric  Railway  Organization 

'I'he  development  of  suburban  and  interurban  roads  around  Syracuse  has  reached  a  point  where  they 
now  carry  4,280,000  per  year  or  about  13%  as  many  as  the  revenue  passengers  of  all  the  Syracuse  street 
car  lines.  This  represents  only  passengers  carried  into  and  out  of  vSyracuse,  and  does  not  include  ])assengers 
originating  and  destined  along  the  lines  and  in  other  towns  and  cities.  The  following  comparison  is  drawn 
in  order  that  exaggerated  ideas  may  be  avoided  as  to  the  number  of  Syracuse  passengers  handled  by 


steam  railroads. 

Steam  trains,  through  and  local  .  /.O^f 

Electric,  Suburban  and  interurban .  10.5 

Syracuse  surface  lines,  revenue  passengers  .  82.5 

Total  . . . . . -  .  100.0 


Total  passengers  per  year,  approx,  (all  roads) 

Suburban  Entrances  (See  Figure  13)  : 

1.  Oneida  Lines,  double  track,  third  rail,  via  West  Shore  to  Utica. 

2.  Syracuse,  Lake  Shore  &  Northern,  Oswego  division,  double  track  to  Oswego. 

3.  Rochester,  Syracuse  &  Eastern,  Rochester  division,  double  track  through  salt  lands  to  the  west. 

4.  Auburn  &  Syracuse,  southwesterly  through  Split  Rock  to  Auburn,  double  track. 

5.  Syracuse  &  South  Bay,  double  track  through  North  Syracuse  to  Brewerton  and  South  Bay. 

6.  Syracuse  &  Suburban,  double  and  single  track,  east  on  Fayette  street,  to  Fayetteville  and  Ed¬ 
wards  Falls. 

7.  New  York  State  railways,  local  lines  in  Syracuse. 

These  interurban  lines  use  in  common  two  loop  terminals,  abutting  on  Fayette  street  and  bounded 
by  Salina,  Warren,  Canal  and  JefYerson  streets.  The  lines  from  the  north  circulate  about  this  north  loop 
twice  per  trip,  once  to  discharge  passengers  and  once,  after  layover,  to  receive  ])assengers.  The  Oneida, 
Suburban  and  Auburn  lines  handle  light  freight  and  e.xjjress  business  in  a  joint  freight  house,  located  on 
\\  est  Fayette  street,  west  of  the  passenger  station.  The  Rochester  and  Oswego  divisions  of  the  hhnpire 
United  similarly  use  a  freight  house  at  Belden  avenue,  the  site  which  would  be  occui)ied  by  the  passenger 
station  of  “Scheme  X.” 

d'his  electric  freight  service  is  well  organized,  esj)ecially  on  the  third  rail  line,  where  schedule  ex- 
I)ress  trains  are  run  each  way  daily  with  rates  specified  to  cover  not  only  the  various  commodities,  but 
also  the  class  of  service  to  be  received  at  terminals  where  free  collection  and  delivery  is  furnished  by  the 
railway  company. 

Interurban  Entrances:  Much  discussion  has  been  devoted  to  the  possible  removal  of  the  interurban 
lines  from  the  city  streets  to  private  rights  of  way  developed  exclusively  for  them  through  the  canal  beds, 
to  the  east,  north  and  west,  respectively.  It  must  be  said  that  this  plan  in  its  entirety  does  not  appear 
feasible  either  at  the  present  time  or  in  the  immediate  future.  'I'he  ])rincii)al  reason  is  the  financial  limita¬ 
tions  of  the  various  projierties  under  present  rates  of  fare  and  the  great  dejicndence  of  interurban  lines 
and  their  patrons  upon  maximum  convenience  of  service  to  the  central  parts  of  the  city.  'I'his  is  the  sole 
object  of  their  existence. 


46 


REPORT  OF  BION  J.  ARNOLD 


Another  reason  is  the  comparatively  short  time  rec|nired  at  the  present  time  for  the  interurban  cars 
to  effect  an  exit  from  the  slow  rnnning  territory  of  the  business  district  in  Syracuse  as  now  developed. 
A  map  showing  the  distances  covered  within  the  city  by  five-minute  periods  of  running  time  from  the 
center,  indicates  that  all  of  the  interurbans  are  able  to  reach  free  running  territory  (beyond  the  limits  of 
the  proposed  canal  bed  entrances),  within  from  10  to  15  minutes.  This  results  from  the  fact  that  the 
business  streets  where  frequent  stojjs  are  necessary  lie  generally  within  the  1.5  mile  zone.  As  compared 
with  interurban  conditions  in  Detroit,  Cleveland,  Cincinnati,  Pittsburg,  etc.,  where  30  to  60  minutes  are 
required  for  interurbans  to  reach  reasonable  free  running  territory,  i.  e.,  free  of  local  street  car  service,  the 
entrance  conditions  to  Syracuse  would  seem  to  be  very  favorable  at  j)resent. 

From  this  viewpoint  alone,  it  is  clear  that  the  expense  of  providing  entrances  through  the  canal  bed 
for  the  interurban  roads  only  would  be  excessive,  disregarding  other  uses  which  could  be  made  of  the 
canal  strip,  unless  these  roads  received  very  considerable  financial  assistance  from  the  city  or  other  sources. 
However,  with  the  possibility  of  developing  portions  of  the  canal  strip  for  rapid  transit  entrances  where 
most  needed,  and  particularly  when  this  can  be  done  in  conjunction  with  steam  railroad  entrances,  as 
proposed  in  the  Dual  I’lan  later  discussed  this  question  appears  in  a  much  more  favorable  light.  And 
when  the  probable  needs  for  certain  independent  interurban  entrances  in  the  near  future  is  considered,  it 
becomes  clear  that  the  conservation  of  these  facilities  should  become  a  part  of  advanced  city  policy. 

It  may  be  noted  here  that  an  opjjortunity  exists  in  the  case  of  the  release  of  the  Delaware,  Lacka¬ 
wanna  &  Western  right  of  way  to  the  south  for  use  of  the  existing  track  for  a  new  electric  interurban 
into  this  new  territory,  which  has  neither  city,  suburban  or  interurban  electric  service.  Thus  the  territory 
of  the  South  Hills  could  be  opened  and  interurban  passengers  brought  directly  into  the  heart  of  the  city 
by  a  route  ill-adapted  to  steam  operation  but  quite  suitable  for  electric  railway  development. 

Terminal  and  Public  Market:  Like  many  interurban  systems,  passenger  service  is  scheduled  at  the 
Syracuse  terminals  as  nearly  on  the  even  hour  as  possible,  which  results  in  the  corresponding  congestion 
of  certain  streets,  particularly  in  Clinton  square,  where  is  located  the  principal  interurban  passenger  ter¬ 
minal.  This  apparent  desire  on  the  part  of  the  railways  to  encourage  the  meeting  of  all  interurban  lines 
at  a  given  time  and  place  in  Syracuse,  suggests  the  desirability  of  a  common  interurban  terminal,  if  such 
may  be  developed  through  the  present  proceedings. 

The  utilization  of  the  present  Franklin  street  passenger  station  of  the  New  York  Central  lines,  when 
abandoned,  has  been  considered  for  the  interurban  lines  entering  Syracuse.  It  is  of  course  apparent  that 
such  extensive  facilities  would  be  entirely  unnecessary  for  the  present  interurban  business  even  for  a  con- 
1,300  feet  distant  from  the  present  amount.  Furthermore,  the  station  would  be  located  from  1,000  to 
1,300  feet  distant  from  the  present  retail  center.  However,  there  has  been  a  suggestion  for  the  use  of  the 
abandoned  station  as  a  public  market  and  interurban  station  combined. 

Such  a  means  of  developing  the  interurban  express  business  should  be  encouraged,  and  it  might 
readily  result  that  if  interurbans  were  depended  upon  for  quick  transportation  of  perishable  farm  products, 
the  Franklin  street  site,  developed  as  a  combined  market,  passenger  station  and  electric  express  station, 
might  prove  justifiable  to  maintain  as  such.  It  is  possible  that  the  Rochester,  Oswego  and  Auburn  cars 
would  find  it  desirable  to  penetrate  further  into  the  business  center  en  route  to  and  from  the  station  for 
the  convenience  of  east  side  passengers,  even  though  these  cars  laid  over  and  started  from  the  station  on 
schedule  time.  As  this  matter  is  entirely  secondary  to  railroad  rearrangement  and  city  plan,  it  can  only 
be  studied  in  detail  after  the  fundamental  decisions  have  been  made. 

If  this  union  terminal  proves  to  be  impossible  to  carry  out  or  otherwise  impracticable,  a  depressed 
terminal  could  be  developed  in  Clinton  square  for  the  lines  from  the  east  with  waiting  rooms  in  some  of 
the  buildings  fronting  on  the  square  if  too  expensive  to  develop  below  ground,  or  prohibited  on  the  sur¬ 
face  of  the  scjuare.  This  depressed  terminal  as  proposed  in  the  Dual  Plan  if  confined  to  the  limits  of  the 
present  canal  basin,  would  provide  two  standing  tracks  of  four  cars  each  at  the  side  of  the  main  right  of 
way  with  center  island  platforms.  Or  it  could  be  laid  out  either  as  a  stub  or  loop  terminal  within  the 
limits  of  the  curb  line  of  Water  street  with  ample  capacity  for  both  passenger  and  freight  platforms. 


FI6URE- 13 


Pftst 


wMm 


□□l 


□Ef3nc: 


h,>»bo« 


TOW 


*  SYRACrSK 

ELECTRIC  RAILROAD  MAP 

ACCOMPANYING  TMC  RtPORT 

BION  J  ARNOLD 

RAILROAD  GRADE  5EPERATION 

SYRACUSE,  NY. 


uNI 

r'"\ 

48 


REPORT  OF  BION  J.  ARNOLD 


Surface  Line  Routing:  The  routing  of  the  surface  lines,  while  in  general  as  good  as  could  be  ex¬ 
pected  under  the  extreme  handicaps  of  canal  and  railroad  obstruction,  can  probably  be  further  perfected 
later  on.  The  provision  of  through  routes  and  considerable  emergency  special  work  in  the  central  district 
is  to  be  distinctly  commended.  But  sooner  or  later  traffic  over  the  tracks  of  the  two  central  blocks  will 
have  to  be  expanded  to  avoid  congestion.  One  curious  feature  of  the  present  routing  is  that  Solvay  may 
be  reached  only  by  way  of  the  tortuous  hill  line,  and  not  by  the  direct  thoroughfare  of  West  Genesee  street. 
This  condition  is  understood  to  have  resulted  from  the  difficulties  of  the  Genesee  street  crossing  of  the 
canal  and  the  railroads  before  grade  separation  took  place.  With  the  improvement  of  this  situation  and 
the  abandonment  of  the  canal  it  would  seem  that  the  Park  line  should  be  further  developed  for  service 
to  Solvay. 


Section  6  —  City  Planning  Considerations 

It  cannot  be  stated  too  strongly  that  when  conducted  under  competitive  conditions,  railroad  rear¬ 
rangement  in  American  cities  has  been  carried  out  with  entirely  too  little  consideration  for  their  obvious 
needs  in  regard  to  thoroughfares,  the  desirable  locations  for  business  and  manufacturing,  the  convenience 
of  citizens,  and  almost  without  regard  to  the  co-ordination  of  these  same  railroad  facilities.  These  ques¬ 
tions  have  been  held  constantly  in  mind  in  formulating  this  report. 

Street  Plan:  Even  a  brief  study  of  the  street  plan  in  relation  to  the  topography  and  location  of  sur¬ 
rounding  suburbs  (Figure  9)  indicates  that  the  street  plan  of  Syracuse  is  in  some  respects  far  superior  to 
that  of  most  cities,  recjuiring  only  minor  improvements  in  existing  streets  here  and  there  and  the  exercise 
of  good  judgment  in  locating  new  and  industrial  territory. 

The  diagram  of  main  and  secondary  thoroughfares.  Figure  10,  and  of  trucking  streets,  illustrates  a 
unique  triangular  concourse  practically  in  the  heart  of  the  city,  bounded  by  three  principal  highways  — 
Genesee,  Salina  and  Onondaga  streets,  only  the  last  named  being  unfortunately  somewhat  less  in  width. 
From  this  central  triangle  radiate  important  feeders  in  all  directions,  except  southeast,  which  territory  is 
obstructed  by  University  Hill. 

Another  exhibit,  Figure  11,  illustrates  how  the  retail  business  has  centered  around  this  triangular 
nucleus,  expanding  somewhat  north  and  south.  Figure  12  illustrates  the  manner  in  which  the  manufac¬ 
turing  sites  have  been  practically  dictated  by  railroad  freight  service,  as  is  to  be  expected. 

The  function  of  this  triangular  system  in  relation  to  the  contours  of  the  surrounding  hills  may  best 
be  seen  by  considering  it  as  the  head  of  an  arrow  pointing  eastward.  Except  for  the  nuisance  of  railroad 
operation  in  Washington  street,  there  is  no  conceivable  reason  for  the  failure  of  the  business  center  to 
move  eastward  along  the  natural  east  and  west  highway.  Assuming  this  development,  it  will  be  assisted 
by  street  plans  which  provide  parallel  thoroughfares  in  many  cases  for  separating  passenger  and  freight 
vehicle  traffic.  Thus,  Clinton  street  parallels  Salina,  Fayette  street  parallels  Genesee,  and  the  canal,  if  fully 
developed,  will  be  paralleled  by  both  Canal  and  Water  streets. 

There  are  numerous  deficiencies,  however,  which  should  receive  consideration,  as  follows : 

1.  Projection  of  Lodi  street  south  of  the  canal. 

2.  Connection  of  Burnet  avenue.  Willow  street,  Tracy  street  and  Lakeview  avenue. 

3.  The  development  of  a  crossing  over  Fayette  yards,  between  West  and  Geddes  streets. 

4.  Development  of  a  suitable  street  plan  for  the  salt  lands  district. 

5.  Development  of  an  adequate  public  center  and  street  plan  therefor. 

It  is  extremely  desirable  that  this  street  plan  shall  not  discourage  the  artificial  restriction  of  busi¬ 
ness  with  too  limited  an  area  as  has  resulted  in  Chicago  from  the  river  barrier,  the  elevated  railway 
loop  and  excessive  railroad  occupancy  of  land  in  the  heart  of  the  city.  Artificial  boundaries  are  often 
as  difficult  as  natural  ones  to  overcome  by  high  class  business. 

Residential  Population:  The  relation  of  railroad  terminal  location  to  population  is  brought  out  by 
an  exhibit  prepared  by  the  City  Planning  Commission  showing  the  population  located  by  dots,  with  due 


FI6URE-14 


iVASHINGTON  ST 


50 


REPORT  OF  BION  J.  ARNOLD 


consideration  to  the  known  distriI:)ntion  over  the  various  wards.  While  such  approximate  distribution  is 
not  entirely  conclusive,  the  map  at  least  indicates  the  two  most  densely  populated  areas  along  Grape  street 
on  the  south  side  and  Butternut  street  on  the  north,  se])arated  by  the  railroads  and  the  canal.  The  south¬ 
erly  district  is  clearly  bounded  by  the  Delaware,  Lackawanna  &  Western  railroad  tracks.  It  shows  the 
valleys  thickly  settled  and  the  hilly  slopes  sparsely  settled  with  higher  class  residences  in  the  most  desirable 
parts  of  the  city. 

'I'his  bisecting  of  the  city  by  east  and  west  railroads  forms  a  consideration  in  any  plans  calling  for 
the  location  of  passenger  stations,  coach  yards  or  other  terminal  facilities  between  Wards  6  and  15,  i.  e., 
along  the  east  section  of  the  canal.  It  will  be  noted  that  Ward  8  or  the  West  Genesee  plateau  is  com¬ 
paratively  well  settled  in  sjhte  of  the  high-class  residences  along  the  highway;  also  that  a  station  in  the 
location  called  for  by  “Scheme  X”  would  be  conveniently  accessible  to  residents  all  along  the  east  and 
west  line,  and  by  frequent  transfer  at  Salina  street,  with  the  north  and  south  sections  of  the  city; 
through  routes  could  be  worked  out  to  accommodate  northeast  and  southwest  directions. 

Control  of  Development:  Incidentally  these  maps.  Figures  9  to  12,  indicate  the  availability  of 
the  low-lying  salt  lands  and  also  the  area  adjacent  to  the  Syracuse  belt  railroad  for  industrial  purposes, 
the  former  more  suited  to  industries  requiring  large  areas  and  scattered  facilities.  In  each  of  these  dis¬ 
tricts,  railroad  spur  track  service  may  readily  be  obtained  without  incurring  the  serious  objections  which 
this  wholesale  manufacturing  development  in  the  more  residential  sections  would  arouse.  Factories  of 
a  permanent  nature  develo])ed  in  the  angle  between  Belden  avenue  and  North  Clinton  street.  It  remains 
for  the  city  authorities  to  control  the  remaining  areas  so  that  industrial  development  may  be  carried  out 
to  the  best  advantage  in  the  future. 

Civic  Axis  and  Public  Center:  It  will  be  apparent  from  the  study  of  the  population  and  occupancy 
map  that  it  is  vitally  necessary  for  Syracuse  by  reason  of  its  topography,  and  the  prevailing  direction 
of  traffic  through  the  city,  both  vehicles  and  railroads,  to  conserve  and  develop  the  idea  of  a  civic  axis 
or  public  center  approximating  the  location  of  the  canal  bed.  The  center  of  the  city  is  popularly  supposed 
to  be  at  Clinton  Square.  However,  this  is  nearly  2,000  feet  from  the  salt  flats  and  on  the  north  Prospect 
Park  hill  automatically  forces  traffic  into  the  central  valley. 

Logically  the  real  public  center  would  appear  to  be  in  the  neighborhood  of  the  Courthouse  Circle, 
due  to  the  character  of  the  buildings  already  constructed.  However,  the  present  City  Hall  and  the  new 
Post  Office  tend  to  establish  a  more  northerly  location  along  the  canal.  Thus  it  occurs  that  a  unique 
type  of  public  center  will  be  available  if  the  canal  passing  through  Clinton  square  is  to  be  adopted  as  a 
civic  axis.  This  may  be  described  as  a  bifocal  type,  one  side  grouping  around  the  new  Post  Office,  the 
other  to  be  developed  at  the  junction  of  the  two  canals,  the  axis  itself  to  be  developed  as  a  parked 
thoroughfare. 

The  adoption  of  a  canal-West  Shore  depressed  railroad  entrance  will  provide  ample  opportunity 
for  the  development  of  this  bifocal  center,  and  tentative  studies  are  considered  in  this  report  prepared 
by  the  City  Planning  Commission  in  this  connection.  Figures  14,  14A  and  14B. 

It  should  be  said  also  that,  even  if  the  canal  bed  throughout  were  utilized  for  a  railroad  right 
of  way,  it  would  still  be  possible  to  develop  this  bifocal  system  provided  the  roadway  were  covered  from 
Warren  to  Franklin  streets  and  provided  with  vents  or  louvres  in  Clinton  Square.  Such  a  development 
would  naturally  group  the  public  administrative  buildings  about  the  east  and  west  highway,  leaving  the 
educational  buildings,  churches,  clubs,  etc.,  to  center  around  Fayette  park.  From  the  plans  presented 
it  will  be  apparent  how  “Scheme  X”  automatically  detours  around  this  public  center,  and  yet  the  station 
is  reasonably  convenient  to  it. 

This  phase  of  the  railroad  problem  may  be  left  for  further  study  with  the  statement  that  under 
no  circumstances  should  further  railroad  development  other  than  the  necessary  right  of  way  be  permitted 
between  Fayette  park  and  Rose  Hill  cemetery,  owing  to  the  nature  of  the  building  development  in  this 
territory. 


n6URE14A 


tVASHINGTON  3r 


52 


REPORT  OF  BION  J.  ARNOLD 


Reclamation  of  Low  Lands:  The  present  utter  lack  of  orderly  development  in  the  street  plan  of 
the  salt  lands  district  emphasizes  the  necessity  for  an  immediate  study  and  decision  upon  the  sub¬ 
division  of  these  low  lands  permissible  for  the  future.  When  it  is  considered  that  not  only  the  barge 
terminal  basin  but  the  entire  Lake  Onondaga  is  available  for  a  future  barge  terminal  if  desired,  it  is 
evident  that  the  problem  of  the  low  lands  is  one  that  should  be  worked  out  jointly  with  the  railroad 
I)roblem.  Later  in  this  report  “Scheme  X”  is  shown  to  require  some  perfection  in  this  matter  of  north- 
south  transverse  thoroughfares  between  the  factory  districts  on  the  salt  lands  and  along  Fayette  street. 
The  barge  terminal  will  be  greatly  affected  by  the  direction  of  streets  leading  away  from  it  and  the  truck¬ 
ing  grades  encountered.  The  study  should  be  carried  further  to  include  the  entire  lake  shore  and  the 
low  lands  of  the  Salina  district,  i.  e.,  whether  the  lake  front  should  be  used  for  park  and  pleasure  pur¬ 
poses  on  account  of  the  extremely  poor  foundation  or  reserved  for  future  water  front  industries  or  both. 

Station  Site:  From  the  viewpoint  of  railroad  terminal  location,  the  east  and  west  side  freight 
yards  are  well  situated  between  parallel  streets,  when  developed  as  above,  particularly  Tracy  street.  The 
existing  New  York  Central  passenger  station,  however,  is  very  poorly  located,  in  a  pocket  rather  in¬ 
accessible  from  the  main  thoroughfares,  except  by  walking.  In  this  respect  the  small  Delaware,  Lacka¬ 
wanna  &  Western  station  is  better  located.  This  results  in  a  considerable  proportion  of  the  passengers 
being  carried  in  motor  vehicles  to  and  from  the  station,  which  is  becoming  the  practice  in  many  cities 
of  the  country.  Hence  a  proper  station  location  practically  requires  that  it  shall  be  convenient  to  an 
important  artery  of  travel,  with  one  or  two  lateral  streets  if  possible,  all  providing  easy  transfer  con¬ 
nections  with  the  various  car  lines  of  the  city.  It  is  not  at  all  necessary  that  all  car  lines  should  reach 
the  depot,  in  fact  the  insistence  by  city  autliorities  upon  this  plan  often  leads  to  poor  service  throughout 
the  city,  because  of  the  large  amount  of  “dead  mileage”  necessarily  operated  to  accommodate  relatively 
infrec|uent  train  movements.  The  principal  necessity  is  that  street  cars  are  brought  close  to  the  depot 
entrance  and  under  cover  if  possible,  and  run  frequently  along  a  thoroughfare  that  provides  good  transfer 
facilities  with  car  lines  leading  to  all  other  parts  of  the  city. 

Syracuse  has  very  little  so-called  steady  suburban  business.  The  steam  lines  now  carry  only  one 
passenger,  including  all  classes,  into  and  out  of  Syracuse  to  15  revenue  passengers  carried  on  the  electric 
lines. 

Automobile  Parking  Space :  The  increasing  use  of  automobiles  in  Syracuse,  as  in  all  other  cities 
of  the  country,  requires  consideration  of  the  facilities  needed  for  parking  during  business  hours.  It  is 
evident  that  where  short  distances  occur  between  home  and  office,  the  value  of  parking  space  will  be 
determined  largely  by  its  convenience  to  the  business  center.  In  Chicago,  where  automobile  runs  of 
from  five  to  ten  miles  are  necessary  to  reach  the  business  center,  it  is  found  that  parking  space  on  the 
lake  front  from  two  to  ten  blocks  distant  from  offices  proves  useful. 

In  Syracuse,  a  rather  unusual  opportunity  exists,  at  least  temporarily,  to  provide  convenient  cov¬ 
ered  parking  beneath  the  street  surface  in  the  existing  canal  bed,  which  could  be  used  without  much 
excavation  until  a  better  purpose  could  be  found  for  the  canal  bed.  Thus,  if  the  dejiressed  interurban 
entrance  from  the  east  terminates  at  Clinton  square,  the  block  on  the  west  side  of  Clinton  square  could 
be  used  for  this  purpose  with  entrance  ramps  leading  from  the  square  and  perhaps  exits  at  the  other 
end.  It  was  advanced  as  one  of  the  incidental  advantages  of  “Scheme  X”  that  the  areas  over  the  covered 
tracks  could  be  partially  available  for  the  surface  parking.  But  experience  in  other  cities  with  surface 
parking  is  tending  somewhat  toward  covered  storage,  discouraging  such  use  of  open  areas.  Such  cov¬ 
ered  storage  could  also  be  developed  at  the  junction  of  the  canals,  part  of  which  area  is  unused  in  any 
of  the  plans  and  would  have  to  be  filled  in. 

If  unused  parts  of  the  canal  beds  were  thus  developed  for  parking,  this  might  readily  assume  the 
proportions  of  a  municipal  enterprise,  and  considerable  revenue  be  derived  therefrom  by  charging  nominal 
parking  rental.  This  plan  would  at  least  have  the  value  of  pre-empting  canal  bed  space  until  demanded 
at  some  future  time  for  other  more  important  purposes,  such  as  further  rapid  transit  entrance. 

A  suggestion  has  also  been  made  for  providing  a  municipal  garage  on  the  surface  occupying  the 


FI6URE-14B 


N01DNIH£VM 


54 


REPORT  OF  BION  J.  ARNOLD 


I)Iock  partly  condemned  in  “Scheme  X”  north  of  the  canal  and  west  of  State  street,  erecting  a  suitable 
building  for  this  ])ur])ose.  Such  a  building  could  be  made  to  harmonize  with  the  general  scheme  of  down¬ 
town  building  plans,  and  could  also  be  used  by  the  municipality  in  talcing  care  of  municipal  service  cars 
for  the  various  departments. 

All  things  considered,  it  would  seem  that  the  covering  of  a  portion  of  the  canal  strip  with  parked 
surface  and  provision  for  a  municipal  garage  beneath  would,  for  the  time  being,  be  the  most  satisfactory 
of  these  suggestions.  Even  if  the  Erie  canal  bed  were  to  be  utilized  as  recommended  in  the  dual  plan, 
the  triangular  area  at  the  canal  junction  could  be  developed  quite  satisfactorily. 

Matters  Requiring  Investigation:  While  some  of  the  following  improvements  in  city  plan  can  not 
be  associated  directly  with  railroad  development,  the  major  improvements  have  suggested  themselves  in 
this  study  of  the  grade  crossing  problem  and  are  matters  of  negotiation  between  the  city  and  the  rail¬ 
roads.  Whether  all  or  even  a  part  of  them  are  contemplated  for  the  immediate  future  or  at  some  distant 
period,  it  is  imperative  that  at  the  time  contracts  are  being  drawn  for  the  execution  of  the  grade  crossing 
work,  these  matters  should  be  considered  where  they  affect  the  physical  development  of  railroad  property. 
Experience  has  taught  that  such  improvements,  when  definitely  provided  for,  are  much  less  expensive 
in  the  end  than  if  it  is  attem])ted  to  carry  them  out  later  by  condemnation.  These  improvements  are  as 
follows : 

Concerning  New  York  Central  Lines 

1.  Development  of  North  Clinton  street  for  street  purposes. 

2.  Development  of  Franklin  street  and  connection  with  North  Clinton  street. 

3.  Extension  of  Burnet  avenue  to  Willow  street. 

4.  Extension  of  University  to  Burnet  avenue. 

5.  Extension  of  W'alnut  to  Burnet  avenue. 

6.  Extension  of  Teall  to  Columbus  avenue  or  equivalent  crossings  over  railroad  property  between 
Beech  street  and  the  city  line. 

7.  Crossings  of  Eureka,  Sackett  or  equivalent  streets  to  the  boulevard  between  Liberty  street  and 
Hiawatha  avenue. 

8.  Connection  of  Van  Rensselaer  and  Oswego  streets. 

9.  Connection  of  Lakeview  avenue  and  Magnolia  street  or  equivalent  crossing  at  West  End. 

10.  Extension  of  Tompkins  street  by  viaduct  to  Lake  View  avenue. 

11.  Extension  of  three  additional  streets  between  Teall  avenue  and  Thompson  road. 

12.  Elimination  of  tracks  from  Franklin  street.  Pearl  street  and  Clinton  street,  between  Spencer  and 
Laurel  streets. 

13.  Elimination  of  steam  tracks  in  Washington  street  eventually  as  far  east  as  canal  wide  water. 

Concerning  Syracuse  Junction  Railroad. 

14.  Improvement  of  North  Salina  street  crossing. 

15.  Use  of  Oswego  canal  underpass  at  Salina. 


Concerning  Delaware,  Lackawanna  &  Western  Railroad 


16. 

17. 


Elimination  of  tracks  from  South  Clinton  street. 

Widening  of  West  street  to  100  feet  between  West  Favette  street  and  West  Genesee  street. 


56 


REPORT  OF  BION  J.  ARNOLD 


PART  III  — DISCUSSION  OF  PLANS  PROPOSED 
Section  7  —  General  Considerations  and  Principles 

No  less  than  twenty  schemes  and  plans  have  been  proposed  and  advocated  by  responsible  citizens 
of  Syracuse  in  the  effort  to  settle  upon  a  plan  which  would  properly  care  for  the  essential  points  in¬ 
volved.  In  general  theory,  these  may  be  grouped  into  three  major  classes  as  follows: 

A — To  secure  the  primary  object  of  grade  separation  at  any  cost,  either  in  expenditure  by  the 
railroads  or  inconvenience  to  street  traffic. 

B — To  solve  jointly  the  railroad  and  canal  problem  by  using  both  facilities  in  part  or  in  whole. 

C — To  permit  the  consideration  of  grade  separation  and  canal  abandonment  as  entirely  separate 
proceedings. 

The  last  viewpoint  appears  to  have  been  due  to  a  desire  to  let  nothing  stand  in  the  way  of  grade 
separation,  even  though  public  sentiment  may  not  have  been  sufficiently  crystallized  to  secure  the  aban¬ 
donment  of  the  city  section  of  the  canal  and  its  use  for  other  purposes  in  some  manner  equitable  to  city 
and  state.  But  as  there  appears  to  be  a  well  developed  demand  for  canal  abandonment  on  the  ground 
of  its  being  a  general  nuisance  it  now  occurs,  and  fortunately,  that  the  utilization  of  the  canal  bed  pro¬ 
vides  a  convenient  vehicle  for  achieving  the  most  important  grade  separations  along  lines  of  least  re¬ 
sistance. 

General  Plan:  The  physical  procees  involved  in  these  various  plans  ma)'  be  classed  in  four  groups, 
as  follows : 

A — Elevation  of  existing  lines  or  combination  of  lines,  following  in  general  the  plans  that  have 
been  adopted  in  some  other  cities  having  extensive  grade  separation  work,  such  as  Chicago,  Buffalo 
and  Rochester. 

B — Detours  around  the  city  leading  to  stub  terminals  within  for  both  passenger  and  freight  traffic 
or  for  freight  only. 

C — Depression  of  certain  lines  or  combination  of  lines.  The  use  of  the  canal  bed  naturally  adapts 
itself  to  this  group. 

D — The  tunnel  and  open  cut  method  using  the  natural  contours  of  the  ground  in  locating  portals 
so  as  to  remove  the  railroad  from  the  heart  of  the  city  as  in  plans  H,  I.  J.  K.  L  and  M. 

Division  of  Work:  In  studying  these  plans,  certain  important  divisions  of  the  work  of  actual  con¬ 
struction  have  been  kept  in  mind,  as  follows : 

1.  Mid-city  section  traversing  the  business  district  for  a  distance  of  about  7,000  feet. 

2.  The  easterly  approaches. 

3.  Westerly  approaches,  through  the  throat  between  Solvay  hill  and  the  lake. 

4.  Station  and  coach  yard  facilities. 

5.  Freight  yard  facilities,  both  house  and  team  tracks. 

6.  Readjustment  of  city  plan. 

Essentials:  The  essential  requirements  for  any  practicable  plan  may  be  set  down  briefly  as  follows 
and  any  marked  deficiency  necessarily  removes  the  plan  from  further  consideration : 

L  Universal  grade  separation,  not  alone  for  a  few  important  crossings  near  the  present  civic 
center,  but  also  in  the  provision  for  progressive  separation  of  grades  further  out  from  the  civic  center, 
as  the  city  grows  in  these  directions. 

2.  Rational  segregation  of  passenger  and  freight  facilities  in  recognition  of  the  growth  of  the  city 
on  the  one  hand  and  the  requirements  of  railroad  traffic  on  the  other. 


REPORT  OF  BION  J.  ARNOLD 


57 


3.  IMininium  disarrangement  of  city  plan,  its  more  practical  ideals  and  the  directness,  grades  and 
general  sightliness  of  its  thoroughfares. 

4.  Maximum  convenience  of  station  site,  both  for  passengers  and  freight,  consistent  with  the 
obvious  growth  of  the  city. 

5.  Adaptability  to  coiistruction  in  stages  according  to  clearly  defined  i)rogram. 

6.  Suitability  for  future  trunk  line  electrification. 

7.  Minimum  investment  through  co-operation  of  competing  roads  in  matters  regarding  citv  ter¬ 
minals,  and  entrances  thereto. 

8.  Minimum  cost  of  total  operation,  that  is,  including  both  fixed  and  operating  costs  chargeable 
against  the  terminal  property. 


Depression  Plans  Using  the  Canal  Bed 

'I'he  general  theory  of  the  canal  route  is  of  course  to  utilize,  first  the  canal  lands,  which  are  as¬ 
sumed  to  be  acquired  by  the  city  for  a  definite  consideration  and,  secondly,  the  excavation  of  the  canal 
prism  as  part  of  the  excavation  of  the  depressed  railroad,  'i'he  normal  prism  of  the  canal  averages  about 
72  feet  in  width  between  walls  and  averages  9  to  10  feet  in  depth.  ,  At  Salina  street  the  ])rism  reduces 
to  about  60  feet  in  width.  There  are  three  levels  within  the  city  on  the  Erie  canal,  and  three  on  the 
Oswego  branch,  north  of  Free  street,  the  locks  averaging  about  ten  feet  in  lift.  Lock  47  occurs  east 
of  Beech  street  at  the  entrance  of  wide  water,  where  there  occurs  a  drop  of  10.5  feet  between  Pine  and 
Beech  streets,  and  seven  feet  at  Orange  street.  The  city  level  then  runs  several  miles  west  to  Gere’s 
Lock  No.  50.  This  level  also  carries  the  Oswego  branch  as  far  as  the  First  ward,  formerly  Salina 
village.  A  profile  of  the  canal  shows  that  any  plan  of  utilizing  the  canal  bed  west  of  lock  No.  47,  in 
which  the  tracks  gradually  descend  to  the  west,  will  take  maximum  advantage  of  the  seven-foot  lock  at 
Orange  street. 

'I'he  canal  lands  (including  tow-])aths)  are  bounded  officially  by  the  “blue  lines,”  enclosing  a 
strip  varying  from  about  78  feet  in  width  between  Warren  and  Salina  streets  at  the  narrowest  i)oint  to 
88.5  between  Clinton  and  Franklin,  119  feet  at  normal  width,  up  to  150  feet  maximum,  except  where  irregular 
areas  have  been  included.  It  appears  that  at  many  points  along  the  canal  there  have  been  encroachments 
by  private  property  or  buildings  within  the  limits  of  these  blue  lines,  such  as  the  Syracuse  Savings  bank 
building  at  Salina  street. 

The  crucial  point  of  all  plans  using  the  Erie  canal  bed  throughout  its  length  is  the  number  of 
tracks  that  may  be  accommodated  without  excessive  condemnation  of  additional  land  at  the  narrowest 
points.  'I'his  in  turn  de])ends  ui)on  the  type  of  bridges  acce])table  to  the  city,  i.  e.,  whether  single  sjjan 
with  plate  or  trussed  side  girders  or  multi])le  span  with  no  side  girders  and  posts  between  tracks.  If 
the  normal  canal  prism  were  used  as  a  right  of  way,  with  single  s])an  bridges,  five  tracks  of  13  feet 
centers  could  be  accommodated,  or  if  the  entire  canal  strip  were  used  for  tracks  and  also  for  retaining 
walls,  six  tracks  could  be  accommodated.  On  the  other  hand,  with  flush  bridges  and  center  posts,  17 
foot  track  centers  would  be  required  ])crmitting  only  four  tracks  in  the  ])resent  canal  prism  and  five 
tracks  between  blue  lines.  This  latter  si)acing  is  based  u]:)on  the  assumption  that  the  same  clearance 
must  be  provided  on  each  side  of  a  bridge  ])ier  or  post  as  the  minimum  allowable  between  i)assing  cars 
in  a  yard,  viz.,  2.5  to  three  feet. 

'I'entative  bridge  designs  submitted  by  the  railroads  for  the  two  cases  cited  above  show  that  for 
the  single  span  type,  two  steel  center  trusses  nine  feet  high  and  continuous  concrete  outside  girders  six 
feet  high  above  the  floor  would  be  required  for  the  center  |)Ost  tyj)c  about  the  same  width  side  girder. 
This  assumes  extremely  shallow  floor  construction,  i.  e.,  only  19  to  20  feet  difference  on  elevation  between 
top  of  rail  and  pavement.  However,  it  would  be  entirely  possible  to  lower  these  side  girders  to  five  feet 
for  convenience  to  pedestrians  in  either  case  even  if  it  were  necessary  to  lower  the  track  grade  for  this. 


58 


REPORT  OF  BION  J.  ARNOLD 


purpose.  Hence  the  (juestion  of  track  centers  reduces  itself  to  one  of  the  city’s  permitting  bridges  with 
center  trusses  al)ove  deck.  With  them  the  capacity  of  the  present  canal  prism  is  five  tracks;  without  them, 
four  tracks  at  the  most  contracted  point — Salina  street. 


Section  8  —  Plan  A  D.,  L.  &  W.  Track  Elevation 

Present  Station  Location:  Proceedings  in  Delaware,  Lackawanna  &  Western  grade  separation  ap¬ 
pear  to  have  been  started  by  the  Commission  on  its  own  initiative,  recognizing  not  only  the  great  necessity 
for  this  improvement  from  the  public  viewpoint  but  also  the  desire  on  the  part  of  the  railroad  for  double 
tracking  of  its  Oswego  division  through  the  heart  of  Syracuse  as  well  as  outside.  At  present  double  track 
is  available  only  between  the  freight  yards  along  Fayette  street  and  Armory  circle.  From  Castle  to 
Geddes  streets  there  are  sixteen  street  grade  crossings,  all  within  the  mile  circle  and  five  of  them  on  car 
line  streets.  Obviously,  the  elimination  of  these  crossings  is  essential  to  the  reasonable  development  of 
both  the  city  and  the  railroad. 

Alignment:  The  construction  of  the  Delaware,  Lackawanna  &  Western  line  dates  back  well  into 
history — prior  to  1850,  although  preceded  by  the  New  York  Central  main  line  in  1837.  Originally  the 
choice  of  this  route  was  clearly  indicated  by  the  topography  of  the  country.  Proceeding  north  from 
Jamesville,  the  line  curves  to  the  west  into  a  natural  valley  or  saddle  over  the  summit  at  about  the  town¬ 
ship  line,  thence  descending  by  a  continuous  grade  around  the  base  of  the  hill  upon  which  Oakwood 
cemetery  is  situated.  The  grade  is  fairly  steep  for  a  steam  line,  averaging  one  per  cent,  for  a  distance 
of  twenty  miles  south  of  the  ])oint  of  the  proposed  grade  separation  —  East  Castle  street.  North  of 
East  Castle  street  the  line  does  not  reach  the  prevailing  grade  of  the  Syracuse  level  until  about  Orange 
street,  and  in  addition  to  the  grade,  a  long  radius  curve,  1,500  feet  in  length,  is  necessary  to  enable  the 
right  of  way  to  take  advantage  of  the  natural  contours  to  descend  gradually  from  the  hillside  location. 

From  this  level  at  Taylor  street  the  line  might  have  been  laid  out  to  better  advantage  for  present 
uses  in  a  northwesterly  direction,  reaching  the  present  alignment  and  grade  around  Solvay  hill  without 
introducing  any  more  curves,  but  was  actually  constructed  with  a  detour  north  via  Clinton  and  West 
Fayette  streets  where  {)assenger  and  freight  stations  were  developed.  As  a  result,  industries  have  be¬ 
come  firmly  established  along  certain  portions  of  the  right  of  way  of  this  terminal  detour  and  serious 
complications  now  arise  in  the  matter  of  providing  railroad  accommodation  for  them. 

Oswego-Binghamton  Division:  While  the  reasons  for  the  location  of  the  city  section  of  the  line 
are  quite  obvious,  the  reasons  for  the  location  of  the  line  as  it  now  enters  Syracuse  are  not  so  obvious. 
Originally  the  division  was  planned  to  approach  from  the  south  through  Tully  and  Onondaga  valleys, 
which  route  offered  an  unobstructed  approach  except  for  some  benching  north  of  Tully.  But  because  of 
superior  inducements  the  line  was  detoured  four  miles  to  the  east  through  Butternut  creek  valley,  thus 
avoiding  the  300-foot  drop  into  Onondaga  valley  north  of  Tully.  At  present  it  appears  that  the  only 
alternative  through  freight  route  would  be  via  Butternut  valley  and  north  of  the  lake.  This,  however, 
would  render  impossible  local  service  in  Syracuse,  except  by  stub  movement. 

On  this  Delaware,  Lackawanna  &  Western  line  both  freight  and  passenger  service  are  handled 
over  the  same  tracks.  However,  as  other  means  are  discussed  herein  for  serving  passenger  traffic,  freight 
facilities  may  therefore  be  considered  separately. 

Industries:  An  examination  of  the  freight  service  along  the  Delaware,  Lackawanna  &  Western 
right  of  way  indicates  that  a  majority  of  industries,  and  by  far  the  most  importrant  ones,  are  located 
west  of  Franklin  street.  One  or  two  important  plants  are  located  between  Clinton  and  Salina  streets, 
and  a  few  east  of  Salina  street,  only  one  permanent  plant,  the  Syracuse  Bridge  Company,  being  de¬ 
pendent  upon  the  Delaware,  Lackawanna  &  Western  right  of  way  for  spur  track  service.  Only  six 
industries  wdth  substantial  buildings  and  yards  need  to  be  considered  here ;  such  plants  as  coal  and 
lumber  sidings  or  yards  are  readily  movable  according  to  the  switching  facilities  offered.  All  of  the 


REPORT  OF  BION  J.  ARNOLD 


59 


most  important  plants  with  spnr  track  service  are  located  west  of  West  street  outside  of  the  central 
business  district. 

Terminals  and  Yards:  The  passenger  station  at  Armory  circle  is  located  upon  a  curve.  This  is 
undesirable  from  an  operating  standpoint,  but  presumably  in  the  new  alignment  this  would  be  remedied 
to  some  extent,  although  just  how,  is  not  apparent  from  the  Delaware,  Lackawanna  &  Western  elevation 
plan  submitted. 

The  new  inbound  freight  station  just  north  of  Clinton  and  Dickerson  streets,  is  well  located  in 
an  area  bounded  by  Onondaga  creek  on  the  west  which  could  not  readily  he  developed  in  an  effective 
way  for  any  other  purposes.  However,  valuable  frontage  on  Clinton  street  is  occupied  by  a  coal  trestle 
which  might  be  located  elsewhere  in  this  enclosed  area  to  better  advantage,  thus  releasing  this  frontage. 


C.  &  N.  W.  R.  R.  Passenger  Station,  Chicago.  The  Chinese  Wall 


The  outbound  freight  house  at  West  Fayette  street  and  West  street  is  also  well  located,  serving 
these  two  valuable  trucking  thoroughfares. 

Team  tracks  a])pear  to  be  located  principally  in  this  Armory  terminal  area,  in  a  small  triangular 
area  at  Fayette  and  West  streets,  opposite  the  outbound  house,  and  at  various  spur  tracks  along  the 
remaining  right  of  way. 

Salt  Lands  Branch:  'Phis  future  industrial  area  is  already  tapped  with  considerable  difficulty  by 
a  single  track  looping  off  from  the  Delaware,  Lackawanna  &  Western  main  line  at  State  Fair  grounds 
with  a  sharp  curve  and  doubling  hack  by  the  lake,  crossing  the  creek  three  times  near  Sj)encer  street  and 
connecting  with  Rome,  Watertown  &  Ogdensburg  tracks  in  Clinton  street  and  with  Rice’s  coal  trestle, 
which  receives  coal  from  the  Delaware,  Lackawanna  &  Western  in  this  manner. 

The  difficulties  overcome  in  reaching  this  undeveloped  industrial  area  are  of  much  interest  at  the 
present  time  in  connection  with  the  |)roposed  main  line  elevation  and  the  needs  of  the  city  of  Syracuse. 
If  it  is  considered  practical  by  the  Delaware,  Lackawanna  &  Western  to  detour  5.5  miles  from  the 
Armory  terminal  yard  to  reach  the  salt  lands  in  this  manner,  a  much  shorter  detour  of  one  or  two  miles 
might  almost  be  considered  an  impossibility  in  the  present  negotiations  and  hence  such  a  detour  is 
discussed  herein. 


60 


REPORT  OF  BION  J.  ARNOLD 


Delaware,  Lackawanna  &  Western  Plan:  Consider  now  the  track  elevation  jjlan  submitted  by  G. 
J.  Ray,  chief  engineer,  Delaware,  Lackawanna  &  Western  railroad,  and  approved  by  Henry  C.  Allen,  city 
engineer,  as  of  December  24th,  1913. 

Crossings  Eliminated  and  Streets  Closed:  All  of  the  present  street  crossings  on  the  main  line  are 
taken  care  of  between  the  limits  of  the  track  elevation  plan,  viz:  Standart  street  on  the  south,  and  about 

Oswego  street  on  the  west.  To  secure  these  results,  Croton,  Rurt,  Taylor  and  South  Clinton  streets 

and  Renwick  avenue  will  be  closed.  However,  by-pass  streets  will  be  opened  as  follows:  (Ij  Renwick 
avenue  under-pass  at  Sizer  street  to  Itast  Castle  street  paralleling  the  tracks;  (2)  diagonally  between 
Orange  and  Rurt  streets;  (3)  diagonally  between  Salina  and  iMontgomery  streets  to  open  Taylor  street. 
As  Taylor  street  dead  ends  two  blocks  east  of  Salina  street,  this  will  not  be  serious;  (4)  diagonally 

across  the  corner  between  Clinton  and  Temj)le  streets;  (5)  diagonally  across  the  corner  between  Clinton 

and  West  Onondaga  street;  (6)  diagonally  across  the  corner  between  West  and  Walton  streets. 

Grade  Crossings  Remaining:  After  this  elevation  is  comjdeted,  there  will  still  remain  on  the  surface 
according  to  the  present  plans,  the  following  tracks  :  (  1 )  Spur  starting  overhead  at  West  Adams  street 
descending  to  grade  on  private  land  to  Temple  street  crossing  with  two  branches;  (2)  one  spur  to  the 
Em])ire  Foundry  Company  where  no  track  is  now  available,  and  the  other  extending  to  iMann  &  Hunter 
lumber  yards  as  at  present;  (3)  one  spur  starting  at  Niagara  street  descending  to  the  surface  at  Fayette 
and  crossing  single  track  to  the  team  yard  at  Fayette  and  West  streets. 

Elevated  Spurs:  It  is  the  intention  to  em])loy  at  certain  locations,  elevated  spur  tracks  for  in¬ 
dustrial  sidings  from  Grape  to  Montgomery  streets  along  the  Taylor  street  tangent  to  serve  the  steel 
plant  of  the  Syracuse  Bridge  Company  and  the  IMann  &  Hunter  lumber  plant.  At  this  point  there  is 
ajjproxiniately  17.5  feet  difference  in  elevation  betrveen  the  upper  and  lower  level.  Whether  it  is  the 
intention  to  encourage  the  use  of  industrial  spurs  at  this  elevation  above  the  street  level  is  not  apparent 
from  the  plans. 

Retaining  Walls  and  Earth  Slopes:  While  vertical  concrete  retaining  walls  are  used  in  numerous 
instances,  it  is  also  ajjparent  that  earth  slopes  are  contemplated  for  a  considerable  portion  of  the  way, 
especially  when  cutting  through  blocks.  Where  the  elevated  structure  ])arallels  or  abuts  a  street  exist¬ 
ing  or  proposed,  a  vertical  wall  is  shown  extending  to  the  building  line,  as  on  the  Taylor  and  Clinton 
street  tangents. 

Bridges  in  General:  Bridges  have  been  worked  out  on  a  single  span  girder  wherever  possible  with 
under  clearance  around  13  and  14  feet,  occasionally  15  feet.  On  streets  60  feet  wide  this  results  in  a 
side  girder  de])th  of  from  six  to  nine  feet.  At  Orange  street,  a  60-foot  street,  a  three-span  bridge  is  used, 
giving  a  clear  roadway  of  about  40  feet.  All  wide  streets,  such  as  Salina  and  Onondaga  streets,  have 
three-S])an  bridges.  The  Temple  street  bridge  is  a  single  span  80  feet  in  width. 

Several  bridge  locations  shown  in  the  original  plans  have  required  further  study  by  the  Commission 
to  avoid  very  serious  interference  with  street  traffic  by  abutments,  such  as  at  Clinton  and  Onondaga  and  at 
M’est,  iMarcellus  and  Walton  streets. 

Armory  Terminal  Plans:  Further  details  in  regard  to  the  development  of  the  terminal  at  this  point 
will  be  desirable  as  to  the  location  of  street  entrances,  wagon  ramps  or  track  inclines. 

Drainage:  Some  consideration  has  been  given  in  this  analysis  to  effect  a  combination  track  eleva¬ 
tion  and  street  depression,  that  is,  by  dropping  the  upper  grade  from  17.5  to  perhaj^s  12  or  13  feet  and 
de])ressing  the  street  thereunder  by  a  corres])onding  amount.  This  has  the  advantage  of  a  far  less  con- 
S])icuous  structure  and  an  ujiper  grade  level  would  much  better  lend  itself  to  development  of  second  story 
industrial  spurs  than  the  proposed  17.5  foot  elevation.  However,  this  plan  is  practically  defeated  by  the 
difficulty  encountered  in  drainage.  At  the  20-odd  crossings  where  street  depression  would  thus  be  re¬ 
quired.  the  pocket  thus  formed  would  have  to  be  drained,  and  in  this  part  of  the  city  the  prevailing  low 


REPORT  OF  BION  J.  ARNOLD 


61 


level  of  land  and  location  of  the  main  interce])ting  sewers  would  not  generally  admit  of  the  necessary 
street  depression.* 

Fnrthermore,  it  is  a  serious  question  of  civic  policy  whether  the  street  system  of  a  large  city  shoidd 
he  allowed  to  suffer  so  great  a  distortion  as  required  for  this  semi-elevated  proposal. 

Renwick  Avenue  Detour:  In  order  to  avoid  the  present  Onondaga,  Salina  and  Grajje  street  cross¬ 
ings,  there  has  been  proposed  the  extension  of  the  Delaware,  Lackawanna  &  Western  right  of  way  north 
in  Renwick  avenue  to  intersect  the  New  York  Central  line  at  about  I'orman  avenue,  the  idea  being  to 
provide  a  passenger  connection  into  a  union  depot.  This  plan,  however,  does  not  take  care  of  the 
freight,  either  through  or  local,  unless  handled  through  a  residence  district.  Fnrthermore,  this  jdiysical 
connection  with  the  depressed  New  York  Central  tracks  would  close  east  and  west  streets  at  the  foot  of 
Lniversity  hill. 

If  connection  were  made  to  a  West  Shore  elevation,  elevation  of  the  Delaware,  Lackawanna  &  West¬ 
ern  tracks  running  north  and  south  would  still  be  required,  which  would  be  quite  as  objectionable  as  the 
elevation  proposed  by  the  railroad.  From  a  study  of  the  contours  of  the  Syracuse  valley,  it  may  be 
reasonably  anticipated,  that  in  the  future,  expansion  of  retail  district  will  very  likely  take  place  in  an 
easterly  direction  from  the  present  focal  point  of  the  three  important  main  thoroughfares,  viz :  Genesee, 
Onondaga  and  State  streets.  Therefore,  to  encourage  an  elevated  scheme  which  would  deliberately  cross 
and  therefore  tend  to  stop  this  movement,  would  be  highly  undesirable. 

Types  of  Structure:  The  Delaware,  Lackawanna  &  Western  elevated  plan  submitted  contemplates 
earth  till  embankment  for  j)erhaps  two-thirds  of  the  distance  from  Standart  to  Oswego  street,  jwotected 
by  concrete  retaining  walls  at  street  crossings  and  where  the  abutting  property  does  not  suffice  for 
accommodating  the  earth  till.  Along  Taylor  and  South  Clinton  streets  vertical  walls  at  the  building  line 
are  contemplated.  Owing  to  the  irregular  alignment,  numerous  streets  crossed  and  particularly  the 
angular  crossings,  this  plan  already  calls  for  a  large  amount  of  concrete  work  for  walls  and  abutments. 

It  is  probably  this  particular  type  of  construction  that  is  responsible  for  the  opposition  to  track 
elevation.  In  this  connection  approximate  estimates  have  been  prepared,  showing  the  ultimate  cost  of 
this  earth  fill  tyj^e  of  construction  compared  with  an  entirely  open  type  with  reinforced  concrete  j)illars 
and  Ijeam  construction,  properly  l)allasted  for  the  prevention  of  unnecessary  noise.  The  assum])tion  has 
been  made  and  seems  to  be  entirely  justifiable,  that  the  extra  land  required  for  earth  fill  over  and  above 
that  required  for  a  concrete  or  steel  viaduct  structure  should  be  charged  against  the  fill,  esi)ecially  as 
the  viaduct  type  would  ])ermit  the  railroad  company  to  derive  profit  from  the  sale  or  rental  of  the  space 
beneath  the  viaduct  for  booths,  small  stores,  automobile  and  other  vehicular  storage,  etc.  On  the  above 
basis,  it  Avas  found  that  the  earth  fill  type  would  cost  T)ractically  as  much  ])cr  lineal  foot  as  a  concrete 
viaduct  structure  25  feet  between  columns  with  an  under  clearance  of  12  feet  and  bnilt  in  units  or  slabs, 
and  this  Avould  l)e  ])articularly  true  considering  the  large  amount  of  concrete  Avail  Avork  already  i)lanned 
for  as  above  noted. 

v^ome  ])hotographs  are  appended  to  this  re])ort  shoAving  types  of  structures,  both  good  and  bad, 
that  have  been  built  in  Chicago.  It  may  simply  be  said  here  that  there  is  no  longer  necessity  for  the 
building  of  unsightly  structures  through  cities  and  that  if  the  elevation  is  decided  npon  it  can  be  made 
attractiA'e  at  a  little  extra  cost.  In  reinforced  concrete  Avork,  the  Delaware.  LackaAvanna  &  W'estern 
railroad  has  become  expert,  as  shoAvn  by  the  Tunkhannock  viaduct  and  similar  beantiful  structures  on 
its  main  line.  It  is  therefore  inconceivable  that  the  company  would  provide  through  Syracuse  any  other 
than  the  least  objectionable  type  of  structure. 

Summary:  'I'his  plan  of  eleA'ation,  of  course,  presents  a  ])erfectly  ])ractical)le  solution  of  the  grade 
separation  ])roblem  although  based  largely  on  railroad  precedent  rather  than  an  advanced  conception  of 
the  needs  of  a  growing  community.  It  is  the  first  plan  fully  worked  out  and  definitely  submitted  for  con¬ 
sideration  by  the  city. 

Final  Conclusions  are  ])resented  in  the  first  part  of  this  rei)ort. 

*  I'or  the  same  reason  plan  S,  Delaware,  Lackawanna  &  W'estern  depression,  discussed  under  Section  16,  is  herein 
rejected. 


62 


REPORT  OF  BION  J.  ARNOLD 


Section  9  —  Plan  AA.  D.,  L.  &  W.  Detour  Plan 
Union  Passenger  Station 

An  examination  of  the  Butternut  creek  detour  route  indicates  that  right  of  way  could  be  found 
on  either  side  of  the  creek  and  a  connection  for  passenger  trains  into  the  city  could  be  made  at  grade 
with  the  New  York  Central  lines  west  from  Dewitt  (East  Syracuse),  also  that  a  connection  with  the 
Syracuse  Junction  detour  could  be  made  near  this -point  but  with  considerable  expense  in  grade  separa¬ 
tion  work. 

Assuming  trackage  rights  obtainable  over  the  Syracuse  Junction  route  and  a  grade  connection  at 
East  Syracuse,  the  Delaware,  Lackawanna  &  Western  freight  alignment  would  be  comparatively  simple 
and  with  an  even  more  direct  route  to  the  salt  lands  industrial  district  than  is  now  available  consider¬ 
ing  the  present  switch-back.  However,  additional  tracks  may  be  required  for  the  Delaware,  Lackawanna 
&  Western  traffic.  If  these  were  constructed  north  of  the  present  tracks,  the  physical  connection  at  Dewitt 
with  the  Butternut  creek  line  would  be  more  difficult;  if  constructed  south  of  the  present  junction  tracks 
the  physical  connections  in  the  salt  lands  district  would  be  more  difficult. 

Of  the  several  detour  routes,  it  is  clear  that  the  simplest  one  would  dictate  the  plan  of  obtaining 
traffic  rights  over  the  Syracuse  Junction  route  even  if  additional  tracks  had  to  be  laid  for  that  purpose. 
This  would  be  far  easier  to  carry  out  than  if  a  competitive  line  were  contemplated  which  would  require 
grade  separation  at  both  Dewitt  and  Salina. 

Butternut  Creek  Line:  On  the  west  side  of  the  valley,  starting  from  Jamesville,  a  high  viaduct 
would  first  be  necessary  in  crossing  the  creek.  Thence  the  line  would  skirt  along  the  eastern  brow  of 
the  hill  with  reasonable  cut  and  hll,  dropping  gradually  ujion  a  one  ])er  cent,  grade  (for  the  most  part) 
as  far  as  the  Erie  canal  crossing,  where  a  passenger  connection  with  the  New  York  Central  passenger 
lines  could  be  made,  thence  elevated  across  the  main  east-west  valley  to  a  freight  connection  with  the 
Syracuse  Junction  tracks.  This  Jamesville  viaduct  would  be  about  135  feet  high  at  the  creek  crossing, 
about  1,600  feet  long  and  on  a  curve  with  a  one  per  cent,  grade  which  might  have  to  be  comjiensated 
by  reducing  the  curve,  resulting  in  increasing  the  height  of  the  viaduct.  The  line  could  be  benched 
higher  on  the  hill  to  better  this  viaduct  and  the  grade  but  would  require  further  fill.  This  viaduct  con-  j 
stitutes  the  principal  objection  to  this  particular  alignment.  | 

On  the  east  side  of  the  creek,  the  railroad  has  already  constructed  a  single  track  bridge  to  the 
Solvay  quarry  in  the  general  alignment  required  for  the  east  side  detour  route.  Thence  the  line  could 
descend  with  considerable  cut  and  fill  on  a  one  per  cent,  grade  to  level  across  the  canal  feeder,  and  the 
canal,  the  West  Shore,  Chenango  Valley  and  NewYork  Central  tracks  and  the  highway,  thence  descend¬ 
ing  at  Messina  Springs  Junction. 

Dewitt  Crossing:  These  detour  lines  would  require  a  fill  across  the  valley  25  to  30  feet  high  over 
the  West  Shore  tracks.  If  the  West  Shore  right  of  way  could  be  drojiped  to  surface  level,  the  summit 
of  the  Delaware,  Lackawanna  &  Western  embankment  could  be  drojiped  a  corresponding  amount.  This 
seems  possible  as  the  grade  from  the  New  York  Central  crossing  of  the  West  Shore  east  is  only  — 0.56 
per  cent.  For  electric  operation  this  could  be  increased  to  one  jier  cent,  or  more  or  the  crossing  avoided 
entirely  if  electric  trains  were  permitted  to  enter  in  Washington  street.  This  detour  cannot  be  carried 
across  the  valley  further  east  because  of  the  round-house  and  terminal  yard  facilities  at  East  Syracuse. 

If  a  joint  trackage  agreement  with  the  Syracuse  Junction  were  possible  to  enable  the  use  of  the  south 
belt  line  tracks  by  Delaware,  Lackawanna  &  Western,  this  embankment  would  descend  to  grade  from 
Burnet  avenue  ;  if  not,  the  embankment  would  have  to  continue  with  a  reverse  curve  crossing  over  the 
Junction  tracks  so  as  to  parallel  the  rights  of  way  to  the  north. 

The  Salina  District:  By  following  the  Junction  line  tracks  and  filling  a  section  of  the  shallow  lake 
front,  the  Delaware,  Lackawanna  &  Western  outer  belt  route  could  continue  from  Salina  to  a  physical  | 
connection  with  the  Delaware,  Lackawanna  &  Western  salt  land  spur  near  Harbor  brook  and  this  without  I 


REPORT  OF  BION  J.  ARNOLD 


63 


interfering  to  any  extent  with  the  existing  New  York  Central  ])roi)erties.  However,  the  Rome,  Water- 
town  &  Ogdensbnrg  entrance  to  the  new  passenger  terminal,  curving  around  the  lake  at  the  old  iron  pier 
would  i)robably  recpiire  a  Delaware,  I^ackawanna  &  Western  overhead  crossing  at  Salina  street,  which 
would  then  he  continued  over  the  barge  channel  and  Harbor  brook  to  a  connection  with  the  salt  land 
industrial  branch. 

In  this  vicinity,  an  inside  detour  route  south  of  the  Syracuse  Junction  belt  is  ])ractically  cnit  of  the 
question,  :ts'  this  route  would  have  to  cross  the  right  angled  intersecticm  of  the  two  New  York  Central 
yards  at  North  Salina  street,  and  thence  a  right  of  way  accjuired  by  ])urchase  cu'  lease  through  several 
parcels  of  intervening  pro])erty  which  has  been  owned  for  some  time  by  the  New  ^'ork  Central  railroad. 


C.  M.  &  St.  P.  R.  R.  Elevation.  Traveling  Concrete  Plant. 


Salina  Street  Crossing:  At  this  point  the  street  is  now  closed  to  traffic.  A  grade  crossing  exists 
between  the  Rome,  Watertown  &  Ogdensbnrg  and  the  Syracuse  Junction  line.  It  is  the  intention  to 
raise  the  junction  yard  sufficiently  to  clear  the  barge  channel.  This  however  leaves  the  Rome,  Water- 
town  &  Ogdensbnrg  crossing  still  unprovided  for.  If  a  comjilete  sejiaration  between  Rome,  Watertown 
&  Ogdensbnrg  and  Delaware,  Lackawanna  &  Western  lines  were  made,  this  would  create  a  two  or  three 
level  crossing  with  structures  40  to  50  feet  or  more  in  the  air.  Rut  if  this  freight  crossing  is  to  remain 
as  at  present  in  addition  to  the  new  curved  passenger  entrance  of  the  Rome,  Watertown  &  ( Igdenshurg 
across  the  salt  lands,  the  Delaware,  Lackawanna  &  Western  detour  line  could  he  carried  over  both  these 
lines  without  difficulty. 

Hiawatha  Crossing:  'Phe  Delaware,  Lackawanna  &  Western  industrial  track  into  the  salt  lands 
at  present  crosses  Hiawatha  avenue  at  grade,  but  the  city  has  reserved  the  right  to  order  the  elevation 
of  this  track  at  any  time.  Although  connecting  with  Rome,  Watertown  &  Ogdensbnrg  Clinton  street 
tracks,  this  branch  at  present  is  used  as  an  industrial  S])ur  handling  about  one  train  ])er  day.  largely  cital 
to  Rice’s  coal  trestle. 

Stiles  Branch:  l’'or  through  freight,  a  good  connecting  line  to  the  north  is  available,  leaving  the 
outer  belt  route  north  of  Woodlawn  cemetery  and  following  about  the  400  feet  level  around  Liver])ool 
and  the  north  end  of  the  lake  to  a  junction  with  the  Oswego  division  at  Stiles.  'Phis  would  form  a 
possible  ultimate  through  route  from  Oswego  to  Binghamton. 


64 


REPORT  OF  BION  J.  ARNOLD 


Or  if  the  detour  route  followed  the  Syracuse  Junction  railroad  through  Salina,  a  line  could  be 
developed  to  reach  Stiles  Junction  along  the  lake  front  practically  following  the  bed  of  the  Oswego 
canal.  But  the  policy  of  pre-empting  the  entire  lake  front,  especially  through  the  village  of  Liverpool, 
is  decidedly  questionable  and  a  grade  separation  would  be  necessary  crossing  the  Rome,  Watertown  & 
Ogdensburg  opposite  Chestnut  Ridge.  This  sei)aration  could  be  more  easily  carried  out  on  the  cut-off 
previously  mentioned  north  of  Liverpool. 


Delaware,  Lackawanna  &  Western  Operation:  With  complete  passenger  and  freight  detour  as  above 
described,  via  New  York  Central  line  and  Syracuse  Junction  route  around  the  south  end  of  the  lake,  the 
operation  would  l)e  as  follows :  Passenger  trains  from  Binghamton  would  reach  Syracuse  at  a  downtown 
union  station  via  the  Erie  canal  or  a  parallel  route  and  from  Oswego  by  an  interchange  connection  with 
New  York  Central  lines  at  the  west  end  opposite  Solvay.  Through  freight  would  by-pass  the  city  en¬ 
tirely  via  the  junction  route.  Syracuse  city  freight  would  reach  the  city  yards  via  the  present  west  end 
routes  or  main  line.  Stub  service  would  continue  on  the  surface  to  the  Armory  freight  yard  unless 
entirelv  new  freight  terminal  facilities  were  developed  along  hayette  street. 

With  this  plan  of  operation,  about  6.3  miles  of  existing  track  south  of  the  city  would  be  released 
for  local  service  only  and  entirely  abandoned  for  steam  through  service.  Thus  a  present  investment  of 
])erhai)S  $420,000  is  involved  not  including  value  of  terminal  property. 

Unless  electrified  as  an  interurban  line  about  two-thirds  of  this  might  be  said  to  be  abandoned,  at 
least  as  far  as  usefulness  is  concerned,  although  the  present  track  through  the  saddle  south  of  Syracuse 
would  be  maintained  as  there  now  is  some  quarry  service  there. 

Comparing  the  operating  features  of  the  two  plans,  viz.,  the  present  route  and  the  easterly  detour 
route,  it  apjjears  that  on  the  whole,  the  grades  and  curvature  are  about  ecjuivalent.  On  through  freight 
from  jamesville  to  State  I'air  grounds  the  detour  would  be  3.8  miles  or  about  14  per  cent,  farther.  For 
delivery  on  the  salt  lands  (e.  g.  Rice’s  coal  trestle)  the  distance  would  be  about  the  same;  for  local  freight 
delivered  to  the  Fayette  street  yard  the  haul  from  Jamesville  via  the  detour  route  would  be  10.5  miles 
farther.  For  Syracuse  freight  from  the  north,  however,  there  would  be  no  difference  of  haul.  In  running 
time,  the  through  haul  by  the  detour  route  would  consume  9.5  minutes  extra  train  time  (assuming  an 
average  speed  of  25  miles  j)er  hour),  ec|uivalent  to  0.16  train  hours  per  trip.  In  the  matter  of  accident 
prevention  both  routes  would  be  practically  upon  a  par.  The  limestone  cpiarry  service  to  Solvay  would 
require  a  haul  of  about  4.5  miles  farther  by  the  detour  route  with  a  reverse  train  movement  at  the 
Solvay  yard. 


Mileage  and  Cost  of  D.,  L.  &  W.  Butternut  Creek  Detour  Route 

1.  Butternut  creek  section,  Jamesville  to  Headsons  west  side  route — 3.9  miles,  double  track 

2.  Butternut  creek  section,  Jamesville  to  hleadsons  east  side  route — 4.7  miles,  double  track 

3.  Passenger  “Y”  connection  at  Headsons,  single  track  . 

4.  From  Headsons  to  Salina  crossing  with  R.,  W.  &  ().,  single  track . 

5.  From  Salina  crossing  to  salt  land  spur  connection,  single  track . 


7.8  miles 
9.4  miles 
0  6  mile 
6.6  miles 
1.0  mile 


Total  by  east  side  route 


17.6  miles 


6.  Headsons  to  Junction  railroad  crossing  at  IMessina  Springs,  single  track  (included  above) 

7.  Stiles  connection.  IMessina  Springs  cross-country  to  Stiles,  single  track: . 

8.  \4a  lake  front  route,  single  track . - . - . 


0.95  miles 
11.0  miles 
1 1.75  miles 


Estimated  Cost 

Jamesville  to  Headsons,  west  side  route  (probably  high) 

Jamesville  to  Headsons,  east  side  route  . - 

Headsons  to  Salina  crossing .  . 

Salina  crossing  to  salt  lands  spur . . 


$1,000,030 


$  750,000 
660,000 
200,000 


Cross  country  route,  Messina  Springs  to  Stiles 


$1,610,000 

$1,130,000 


REPORT  OF  BION  J.  ARNOLD 


65 


Conclusions:  The  detour  plan  cannot  l)e  said  to  be  entirely  impracticable.  It  is  instead  a  jmobleni 
of  finance  and  civic  policy.  If  the  latter  were  not  concerned  the  matter  would  cpiickly  determine  itself, 
for  in  the  final  analysis  the  operating  and  income  accounts  of  the  railroad  could  only  show  in  favor  of 
the  elevation  of  the  present  right  of  way,  unless  it  were  possible  to  work  out  extremely  favoraI)le  trackage 
rights  over  New  York  Central  passenger  and  freight  lines.  But  this  has  been  assumed  to  be  impracticable, 
because  of  the  necessity  of  a  physically  continuous  line  desired  by  all  railroads,  lienee,  the  Delaware, 
Lackawanna  &  Western  railroad  would  probably  be  required  to  shoulder  a  fraction  of  the  investment  on 
union  station  entrance  and  more  likely  upon  a  basis  of  trackage  assigned  to  it  than  of  usage  of  the  tracks.* 
Even  if  joint  trackage  rights  rvere  obtained  for  entrance  to  union  station  upon  a  basis  of  usage  of  tracks 
and  facilities,  it  would  still  be  necessary  for  the  Delaware,  Lackawanna  &  Western  to  build  additional 
outer  belt  tracks  via  the  Junction  route  in  order  to  preserve  intact  its  main  line  ])hysical  connection  (or 
vice  versa). 

In  either  case  the  cost  of  the  detour  route  would  ])robably  exceed  $1,500,000  in  new'  construction, 
not  including  the  cost  of  acc^uiring  trackage  rights  for  the  required  passenger  facilities.  The  complete 
Delaware,  Lackawanna  &  Western  elevation,  Plan  A,  with  new  station  facilities,  is  estimated  to  cost  some¬ 
what  less  than  $1,500,000  as  a  total,  without  any  additional  trackage  rights  being  necessary  for  either  pas¬ 
senger  or  freight.  However,  it  must  not  be  forgotten  that  Delaware,  Lackawanna  &  Western  elevation 
would  displace  about  $180,000  in  present  track  investment.  Considering  the  relaying  value,  probably  50% 
of  this  would  be  lost. 

The  total  capital  values  thus  involved  in  the  pro|)osed  Delaware,  Lackawanna  &  Western  elevation, 
including  new  construction,  new  station  and  abandoned  city  investment,  roughly  aggregate  $1,500,000, 
which  is  no  greater  than  the  actual  cost  of  an  independent  detour  route  alone,  not  considering  the  union  pas¬ 
senger  station  rights  and  abandoned  proj)erty  outside  of  the  city,  which  would  add  possibly  another  $1,000,000 
equivalent  investment. 

It  is  plain  from  the  foregoing  that  the  fact  cannot  be  avoided  that  the  detour  route  is  distinctly  less 
satisfactory  from  a  railroad  viewpoint,  unless  the  unforeseen  should  happen  in  the  matter  of  favorable 
trackage  rights,  both  freight  and  passenger.  If  the  present  alignment  is  accepted,  and  structures  are 
designed  so  as  to  remove  most  of  the  objections  of  unsightliness  and  noise,  track  elevation  is  admittedly 
the  most  practicable  plan,  and  the  final  question  to  be  raised  is  that  of  civic  policy. 

'I'he  future  possibilities  of  the  Oswego  division  have  already  been  discussed.  Already  the  Delaware, 
Lackawanna  &  Western  railroad  hauls  more  cars  through  the  center  of  the  city  of  Syracuse  than  the  New 
York  Central,  although  with  only  about  one-tenth  the  number  of  actual  train  movements.  As  all  bulk 
commodities  from  the  Atlantic  seaboard  or  the  interior  to  Oswego  via  this  route  must  come  through  the 
Syracuse  gateway,  it  appears  to  be  only  a  question  of  time  or  growth  when  the  city  will  be  forced  to 
prohibit,  by  some  means,  this  overhead  bulk  movement.  In  the  event  of  such  growth,  it  will  occur  that 
both  through  and  detour  investments  will  possibly  have  to  be  maintained.  However,  in  tbe  interim,  the 
fixed  charges  on  the  detour  investment  would  be  saved,  and  these  might  have  amounted  to  so  considerable 
a  sum  by  the  time  the  detour  finally  becomes  justifiable  that  the  railroad  would  then  interpose  no  oppo¬ 
sition  to  the  plan  and  probably  welcome  it. 

Final  Conclusions  are  presented  in  the  first  part  of  this  report. 

Section  10  —  Scheme  “X”  —  West  Shore  Plan 

For  New  York  Central  Line  Station  Along  Belden  Avenue  West  of  Salina  Street 

The  preceding  discussion  of  various  depression  plans  leads  to  final  consideration  of  the  plans  deter¬ 
mined  u])on  and  proposed  by  the  Crade  Crossing  Commission  for  immediate  execution  along  the  general 

*If  all  tracks  could  be  used  in  eomnion  by  the  two  railroads,  the  proper  basis  would  be  that  of  usage,  i.c.,  D.,  L. 
&  W.  traffic  to  bear  one-fifth  of  the  expense  for  one-fifth  of  the  usage.  If  required  to  share  on  the  basis  of  assign¬ 
ment  it  would  occur  that  the  expense  to  the  tenant  would  be  many  times  greater  for  the  same  service  due  to  the  greater 
intensity  in  use  of  tracks  by  the  N.  Y.  C.  lines,  i.e.,  if  title  to  one  track  out  of  five  were  assigned  to  the  D.,  L.  &  \\’., 
one-fifth  of  the  expense  of  the  grade  separation  plan  would  have  to  be  borne  by  the  D.,  L.  &  W.,  though  perhaps  not 
one-fifth  of  the  Union  Station  itself  because  of  lesser  usage  of  the  Station  facilities. 


66 


REPORT  OF  BION  J.  ARNOLD 


lines  laid  down,  in  the  general  drawings  dated  April  10,  1915,  .Sheets  1  and  2,  reproduced  herewith.  Figure 
2.  It  is  described  in  the  report  of  the  Chief  hhigineer,  Henry  C.  Allen,  as  follows; 

“Beginning  in  the  New  York  Central  main  line  as  it  now  exists  at  or  near  Teall  avenue  in  the  easterly 
part  of  the  city,  the  new  line  will  curve  to  the  right  as  it  jjroceeds  westerly  and  pass  into  the  Erie  canal 
at  Beech  street  bridge.  It  will  j)roceed  along  the  line  of  the  canal  to  State  street,  where  it  will  curve 
again  to  the  right,  through  the  block  occupied  by  the  Bierce,  Butler  &  Pierce  and  the  Saul  buildings, 

across  James  street  and  into  the  l)ed  of  the  (Dswego  canal.  It  will  curve  to  the  left  across  North  Salina 

street  and  pass  into  the  line  of  the  West  Shcme  railroad,  by  which  it  will  continue  westward  out  of  the 
city  and  join  the  existing  New  York  Central  main  line,  at  or  near  the  west  line  of  the  city.  Between 

North  Salina  street  and  Leavenworth  avenue,  having  a  width  of  four  hundred  feet,  will  be  located  the 

passenger  station  site  with  its  tracks  and  platform,  and  the  station  building  will  be  located  on  the  site 
of  the  old  Allen  Munroe  homestead,  corner  of  Genesee  and  West  streets. 

“The  project  contemplates  the  depression  of  the  railroad  grade  to  pass  under  the  grades  of  all  streets; 
all  of  the  existing  street  crossings  except  Clinton  street  will  be  maintained.  The  high  bridges  over  the 
canal  at  Beech  street.  Crouse  avenue.  Orange,  McBride,  James  and  Warren  streets,  will  be  lowered  so  as 
to  more  nearly  conform  with  the  general  city  grade.  'I'he  West  Shore  will  be  abandoned  between  Salina 
and  State  streets.  The  Rome,  Watertown  &  Ogdensburg  will  be  brought  into  the  westerly  end  of  the 
station  by  the  construction  of  a  new  line.  The  Auburn  branch  will  use  the  main  line  west  and  the  Che¬ 
nango  Valley  branch  will  use  it  east  out  of  the  city. 

“The  principal  freight  yards  will  remain  as  they  are,  except  that  service  across  the  city  will  be  dis¬ 
continued.  Syracuse  freight  will  be  brought  in  and  out  from  the  east  side,  west  side  and  north  side, 
respectively.” 

Argument:  In  discussing  the  advantages  and  disadvantages,  it  is  pointed  out  that  four  principal 
objections  could  be  overcome.  The  necessity  of  maintaining  the  physical  continuity  of  the  West  Shore 
railroad  up  to  the  expiration  of  the  lease.  950  years  hence,  could  be  met  by  designating  one  of  the  tracks 
in  the  new  right  of  way  for  “the  West  Shore  railroad,”  connecting  these  tracks  east  and  west  with  the 
West  Shore  line  as  now  located,  d'his  procedure  would  be  equally  necessary  in  the  case  of  West  Shore 
depression,  designating  certain  tracks  as  “the  New  York  Central  railroad,”  with  physical  connections  both 
east  and  west  with  New  York  Central  main  line. 

The  railroad’s  objection  to  the  ])resence  of  bridge  su])ports  within  the  depressed  area  within  1.200 
feet  from  either  end  of  the  station  yards,  for  the  protection  of  its  employees  engaged  in  shifting  cars,  is 
obviously  a  matter  of  width  of  right  of  way  assigned  and  the  type  of  bridges  used,  as  heretofore  discussed. 
If  the  city  demands  clear  deck  bridges,  the  grade  west  of  Crouse  avenue  might  be  lowered  slightly,  enough 
to  provide  the  necessary  depth  of  floor  girders  for  single  span  structures.  This  is  hardly  a  critical  objection. 

The  railroads  j^oint  out  that  the  construction  work  would  not  end  at  Geddes  street  as  shown.  It 
is  of  course  true  that  if  five  tracks  were  required  west  of  this  point,  additional  embankment  would  be  re¬ 
quired.  However,  such  additional  construction  work  would  be  required,  whatever  site  was  chosen  for  the 
same. 

Objection  was  also  raised  by  the  operating  officials  to  ])lacing  railroad  tracks  in  a  depressed  cut  on 
account  of  the  troubles  anticipated  from  excessive  snow  fall.  While  it  is  true  that,  from  a  railroad  view¬ 
point,  the  troubles  from  snow  fall  would  ])robably  be  minimum  with  an  elevated  line,  this  would  sim])ly 
shift  the  burden  of  snow  removal  to  the  city  and  traction  lines  abutting  the  railroad  property.  But  in  view 
of  the  fact  that  the  New  York  Central  railroad  is  already  operating  one  of  the  largest  terminals  in  the 
country  in  a  de])ressed  cut  in  New  York  City,  and  similar  large  depressed  railroad  areas  are  operated  in 
Chicago  and  Toronto,  it  seems  hardly  logical  to  cite  this  as  a  vital  objection  to  a  depression  through 
Syracuse. 

Advantages:  The  major  part  of  the  grade  separation  desired  is  accom])lished  by  releasing  Wash¬ 
ington  street,  and  utilizing  the  canal  bed  for  a  definite  ])urpose,  at  the  same  time  improving  the  grades  of 
the  street  crossings  at  all  ])oints,  except  as  later  noted. 

Station:  The  location  of  the  passenger  station  about  3,000  feet  from  the  center  of  the  business  dis¬ 
trict  is  such  as  to  be  reasonably  convenient  both  for  walking  and  riding,  without  constituting  a  serious 


REPORT  OF  BION  J.  ARNOLD 


67 


encroachment  upon  the  fntnre  area  that  will  actually  he  devoted  to  business  ])urposes.  While  it  is  unfor¬ 
tunate  that  a  high  grade  residence  district  is  partially  invaded  for  the  station  location,  it  must  be  remem¬ 
bered  that  this  station  site  is  simply  an  enlargement  of  an  existing  railroad  right  of  way,  and  that  it  is 
hardly  possible,  without  drastic  action  by  the  city  authorities,  to  protect  this  district  from  further  encroach- 


Chicago  Elevated  Railways  Co.  Use  of  surface 
rights  for  Commercial  purposes. 

ment  of  business  as  time  goes  on,  because  it  is  located  directly  in  the  main  east  and  west  valley  thoroughfare 
through  Syracuse.  It  would  have  been  highly  desirable  to  have  taken  advantage  of  the  existing  depression 
just  north  of  the  West  Shore  right  of  way.  but  the  industrial  develo])ment  thereon  now  prevents  such  a 
plan  being  carried  out  with  reasonable  expense.  'I'he  cbosen  site  i)ermits  a  head  house  location  symmetrical 
with  respect  to  the  station  yard,  which  is  desirable.  ,\nd  although  the  longer  tracks  are  farthest  from 
the  head  house,  the  entrance  curves  can  be  so  arranged  as  to  permit  of  reasonably  long  tracks  next  to 
the  head  house  for  accommodating  ordinary  through  train  movements.  I'urthermore,  the  site  is  reasonably 
near  the  new  ])ost  office. 

City  Plan:  'I'he  city  i)lan  is  well  conserved,  as  the  station  is  located  upon  a  main  artery,  but  without 
congesting  the  same.  West  street  to  the  south  and  Noxon  street,  widened  to  80  feet  and  extended  across 


68 


REPORT  OF  BION  J.  ARNOLD 


the  creek  to  the  west,  in  addition  to  the  West  (kmesee  street  highway,  afford  convenient  access  to  the 
various  divisions  of  the  city.  Belden  avenue,  slightly  diverted,  will  afford  a  better  interurban  entrance 
than  at  present.  (Opportunity  for  the  development  of  a  railroad  jdaza,  surrounding  the  head  house,  is 
excellent,  and  should  ultimately  lead  to  the  clearing  out  of  the  gas  house  territory  in  Wallace  and  ^Mechanic 
streets  and  the  perfection  of  the  down  town  street  plan  in  this  neighborhood  as  elsewhere  noted.  (See 
City  Plan.) 

The  development  of  a  corresponding  plaza  at  the  junction  of  the  canal  bed  and  the  covered  curve 
in  the  right  of  way  offers  a  most  unusual  opportunity  for  the  realization  of  a  unicjue  type  of  public  center 
as  also  described,  perhaps  more  than  any  plan  that  has  yet  been  developed,  although  the  damages  incurred 
in  the  removal  of  present  property  improvements  will  be  maximum. 

Construction:  No  serious  engineering  difficulties  would  be  encountered  as  to  natural  foundations, 
structures,  track  grades  and  curves,  and  as  to  the  crossing  of  Onondaga  creek  or  other  parts  of  the  drainage 
system,  as  the  entire  depression  may  be  drained  independently  to  this  lowest  j)oint  at  the  creek  crossing. 
Alain  line  connections  both  east  and  west  are  relatively  simple  and  the  station  track  and  lay-out  can  be 
worked  out  so  as  to  permit  of  efficient  station  operations. 

The  dis])Osition  of  waste  material  from  the  excavation  is  extremely  simple  and  owing  to  the  short 
haul  the  cost  of  such  excavation  is  reduced  to  a  very  low  point.  Waste  material  can  be  used  for  filling  for 
enlarging  the  embankment  west  of  the  station  or  for  raising  the  grade  of  the  salt  lands. 

Street  Grade:  The  accompanying  details  in  Sheet  2  of  Scheme  X  show  the  contemplated  regrades 
at  street  crossings.  Alost  of  the  regrades  will  be  beneficial  to  the  street  plan,  particidarly  those  streets 
crossing  the  canal  with  high  bridges  at  present ;  thus  Beech  street  will  be  lowered  10  feet,  Crouse  avenue  10. 
Catherine  street  two,  AIcBride  street  six,  Townsend  street  seven,  James  street  three,  Geddes  street  two  feet, 
and  seven  feet  at  the  Oswego  canal.  Green  way  avenue  will  be  raised  18  feet,  which,  however,  might  be  avoided 
by  a  further  depression  of  the  track  grade.  In  crossing  the  station  yard.  Plum  street  would  be  raised  five 
feet,  Leavenworth  avenue  eight  feet.  In  no  cases  would  the  approach  grades  to  these  crossings  be  more 
than  four  per  cent.  Clinton  and  \'an  Renssalaer  streets  would  be  cut  off  entirely. 

As  elsewhere  detailed  (City  Plan),  either  Franklin  or  Clinton  streets  should  be  carried  through  to 
the  north  and  some  means  found  for  opening  Van  Rensselaer  street,  which  seems  destined  to  become  too 
important  a  thoroughfare  to  close. 

Bridges  and  Covers:  The  plan  as  developed  by  the  Grade  Crossing  Commission  indicates  single  span 
bridges  as  far  west  as  Townsend  street,  giving  a  right  of  way  72  feet  in  width  between  bridge  abutments, 
with  grassed  slopes  between  bridges  occupying  nearly  the  entire  width  between  canal  blue  lines.  At  State 
street,  the  type  changes  to  flush  deck  bridges  with  posts  between  tracks,  the  right  of  way  then  occupying 
a  width  of  88  feet  between  j)iers.  This  construction  continues  to  the  station  yard  entrance.  Beginning 
somewhat  west  of  State  street,  the  right  of  way  is  to  be  covered  flush  with  the  surface  for  a  distance  of 
about  500  feet,  as  far  as  the  north  side  of  James  street,  which  street  can  then  be  leveled  between  State  and 
Warren  streets  by  removing  the  hump  over  the  Oswego  canal. 

Land  of  Damages:  The  right  of  way  chosen  will  make  necessary  the  removal  of  the  Alowry  & 
Barnes  and  the  Burhans  and  Black  buildings  on  Canal  street,  also  the  Pierce,  Butler  &  Pierce,  Saul  and 
other  buildings  on  block  No.  90,  all  in  the  vicinity  of  the  canal  junction,  also  l:)uildings  facing  on  Salina 
street,  north  of  Noxon.  Further  west,  pro])erty  will  be  required  and  all  of  Belden  avenue  as  far  as  Alaltbie 
street.  These  takings  of  land  and  the  damages  incurred,  {)articularly  in  the  vicinity  of  the  canal  junction, 
will  probably  constitute  the  chief  objection  against  this  j)lan  by  reason  of  the  expense,  which  will  be  heavy 
in  this  district.  However,  there  is  no  question  that  the  change  would  be  highly  beneficial  to  the  City  Plan 
in  making  possible  the  development  of  the  public  center  as  elsewhere  described. 

Facilities  Provided:  Scheme  X,  as  developed,  ])rovides  a  five-track  entrance  to  the  station  trom  the  ' 
east,  15  tracks  through  the  station  with  one  additional  through  track,  and  seven  tracks  from  the  west,  the 
two  additional  main  line  tracks  being  reserved  for  the  Rome,  Watertown  &  Ogdensburg  entrance.  Thus, 


I 


REPORT  OF  BION  J.  ARNOLD 


69 


the  station  approximates  the  size  of  those  in  Rochester  and  Utica,  altliough  at  Rochester  two  additional 
through  tracks  were  provided  for  through  freight.  Baggage,  mail  and  express  facilities  are  to  be  developed 
along  Noxon  street,  and  coach  yards  are  shown  in  the  rear  of  the  station  stub  ending  at  Sand  street.  In 
this  position  the  coach  yard  would  be  least  objectionable  to  any  location  yet  proposed  to  the  station  proper. 

Future  Expansion:  One  very  desirable  feature  of  this  site  is  the  possibility  of  so  planning  the  station 
layout  as  to  accommodate  any  reasonable  further  demands,  both  as  regards  train  platform  and  extensiem  of 
the  shorter  tracks  of  the  original  lay  out. 

Scheme  XX  —  Maximum  Development  Plan:  To  illustrate  this  possible  development,  a  “Maximum 
Plan”  was  worked  out  by  the  railroad  following  the  general  alignment  of  Scheme  X,  in  which  the  station 
yard  is  shown  expanded  sufficiently  to  accommodate  10  platforms  with  19  tracks  and  an  additional  through 
lead.  This  development  would  require  practically  all  of  the  space  between  the  new  i)ower  house  of  the 
New  Process  Gear  company  on  Plum  street  and  Noxon  street  on  the  south.  The  platforms  range  from  l,v380 
feet  to  1,950  feet  in  length,  thus  providing  for  a  double  berth  through  type  of  station. 

While  a  station  of  this  kind  is  far  beyond  the  immediate  needs  of  Syracuse,  if  any  such  growth  is 
anticipated  for  the  future,  steps  should  be  taken  now  to  locate  the  head  house  permanently,  so  that  when 
the  time  arrives  for  extension  there  will  be  required  no  further  distortion  of  streets  or  j)rivate  space  or 
rebuilding  of  head  house.  The  original  Scheme  X  contemplated  a  depressed  cut  300  feet  wide  at  the 
station.  The  maximum  develoi)ment  shows  the  cut  436  feet  in  width  across  the  station,  bringing  the  head 
house  within  80  feet  of  the  Genesee  street  curb. 

At  the  present  time,  the  entire  passenger  train  service  of  Syracuse  totals  eight  trains  ])er  hour  during 
the  busy  period,  or  at  the  New  York  Central  station  alone  a  maximum  of  1  1/3  trains  i)er  hour  per  station 
track.  In  comparison,  the  La  Salle  street  station  in  Chicago,  a  stub  end  station  with  11  station  tracks, 
handles  a  maximum  of  22  trains  per  hour,  or  two  trains  per  station  track  j)er  hour.  'I'he  comj)aratively 
new  Northwestern  station,  Chicago,  handles  2.88  trains  per  hour  on  16  tracks.  Assuming  an  increase  of 
traffic  to  double  the  present  amount,  it  is  difficult  to  see  that  with  a  double  berth  through  tyi)e  a  station 
any  larger  than  those  of  Rochester  and  Utica  would  be  required  for  many  years  to  come,  that  is,  a  station 
of  six  platforms  with  one  or  two  extra  through  lead  tracks. 

It  would,  therefore,  appear  unwise  for  the  city  to  permit  such  extensive  taking  of  land  for  railroad 
purposes  in  this  vicinity  as  indicated  by  the  “Maximum  Development  Plan  XX”  above  discussed.  In  fact, 
all  present  needs  and  probably  those  of  the  distant  future  would  be  met  by  a  depressed  station  area  300 
feet  wide,  the  southerly  wall  200  to  250  feet  distant  from  the  north  curb  line  at  the  bend  in  West  Genesee 
street.  Thus,  the  location  of  station  head  house  more  nearly  in  the  i)osition  shown  in  Scheme  X  would 
appear  to  be  desirable.  And  for  the  immediate  present,  it  is  probable  that  the  excavation  for  the  depressed 
area  need  not  extend  any  further  than  the  northerly  track  of  the  present  West  Shore  main  line  ])aralleling 
Belden  avenue.  This  recession  of  the  maximum  station  site  will  make  jiossible  a  much  more  harmouious 
development  of  the  railroad  plans,  the  city  and  interurban  car  lines  and  the  development  of  Noxon  street, 
which,  in  the  Maximum  Development  Plan  would  be  seriously  obstructed  by  the  head  house. 

Cost  of  Development:  Detailed  estimates  made  by  the  chief  engineer  of  the  Grade  Crossing  Commis¬ 
sion  show  a  total  cost  for  ])hysical  construction  and  ad<litional  lands  for  station  grounds  of  somewhat  over 
$4,500,000,  including  excavation,  bridges,  tracks,  station  and  Rome,  Watertown  &  Ogdensburg  entrance, 
or  about  $5,200,000  including  engineering  and  contingencies.  With  the  estimated  damages  the  total  cost, 
exclusive  of  canal  right  of  way,  approximates  $5,700,000.  In  the  absence  (jf  a  better  method,  the  canal 
lands  were  valued  on  a  basis  of  the  assessed  value  of  the  abutting  ])roperty  ])lus  a  25  per  cent.  |)remium, 
bringing  the  total  cost  of  the  original  Scheme  X  Plan  up  to  nearly  $6,000,000.  Without  having  recomputed 
the  details  it  ap])ears  that  not  only  the  value  placed  upon  the  canal  land  but  also  the  cost  of  property 
damages  incurred  by  the  Canal  Junction  might  be  somewhat  greater  than  estimated  above. 

Comparing  this  estimated  cost  of  Scheme  X  with  those  of  the  West  Shore  IGevated  Plan  of  1911  and 
the  All-Canal  Contiguous  Station  Plan  of  1914  both  estimated  by  the  railroads  and  described  later,  the  cost 


70 


REPORT  OF  BION  J.  ARNOLD 


of  Scheme  X  ])r(jject  is  approximately  $1,000,000  Lss  than  the  cost  of  the  West  Shore  elevation  and 
$2,800,000  less  than  that  of  the  All-Canal  Contiguous  Plan,  not  considering  the  additional  cost  to  be  borne 
by  the  Delaware,  Lackawanna  &  Western  railroad.  Additional  expense  would  be  incurred  in  Scheme  X  in 
extending  the  right  of  way  to  the  west  across  the  silt  lands  to  connect  with  the  main  line  at  Solvay. 
This,  however,  would  he  largely  a  matter  of  fill  fro  n  the  station  excavation. 

Final  Conclusions  are  jiresented  in  the  first  part  of  this  report.  Generally,  it  may  be  said  that  this 
station  location  is  to  he  regarded  as  first  choice  of  any  of  the  plans  developed  as  yet,  although  involving 
some  additional  railroad  occujiancy  of  land  in  the  heart  of  Syracuse. 


SECTION  11.  PLAN  P— WEST  SHORE  DEPRESSION  ROUTE. 

Station  Along  Belden  Avenue  Same  Location  as  in  Scheme  “  X.” 

d'his  plan  suggested  itself  in  this  analysis  as  a  variant  of  the  Canal-West  Shore  Route  (Scheme  “X”) 
in  order  that  existing  railroad  property  might  be  used  largely  without  the  physical  restrictions  of  the  canal 
bed  route  and  that  the  expensive  damages  and  reconstruction  at  the  junction  of  the  canals  might  be 
avoided.  The  alignment  is  identical  with  that  of  the  existing  West  Shore  iMain  Line.  Its  limiting  points 
are  the  Oswego  Canal  and  Onondaga  Creek  crossings  and  the  over  pass  at  Geddes  street.  West  of  Salina 
street.  Plan  P  jiractically  coincides  with  Scheme  “X  ”  as  develojied  by  the  Grade  Crossing  Commission. 
This  plan  does  not  avoid  the  canal  issue  and  should  be  considered  on  the  assumption  that  the  Oswego  Canal 
is  abandoned. 

Beginning  at  the  easterly  end  at  Greenway  Avenue  the  line  begins  to  descend,  taking  advantage  of 
the  hump  of  land  west  of  Beech  street,  thence  descending  to  station  level  at  Clinton  street,  and  thence  rising 
from  Plum  street  to  the  over  pass  at  Geddes  street. 

If  the  depression  starts  at  Greenway  avenue  tiansverse  street  grades  will  be  considerably  disturbed. 
Thus  Teall  avenue  will  be  elevated  17  feet.  Beech  street  7  feet,  C'niversity  avenue  at  new  crossing  7  feet 
and  Crouse  avenue  4.5  feet.  But  if  the  depression  starts  further  back  nearer  the  city  limits  Beech  street 
requires  raising  only  three  feet.  The  remaining  important  crossings  are  practically  unchanged  as  far  as  . 
Plum  street,  which  will  be  raised  five  feet,  Leavenwoith  avenue  eight  feet,  \Tn  Rensselaer  avenue  would  be 
cut  off  unless  esjjecially  treated  as  discussed  in  Scheme  “  X.”  This  is  with  0.5  per  cent,  grade  approaches. 
With  steeper  grades,  street  distortion  both  east  and  west  could  be  reduced. 

With  this  alignment  the  dej^ressed  main  line  cimld  absorb  the  northerly  tracks  of  the  West  Shore 
freight  yard  property  in  the  general  line  of  Brown  street.  On  the  westerly  exit  from  the  yards  and  along 
the  reverse  curve  crossing  State  and  fames  streets  ad  litional  property  would  be  required  upon  which  no 
very  expensive  buildings  are  located  with  the  exception  that  the  northerly  corner  of  the  Alhambra  would  j 
be  required  and  this  building  either  moved  or  underp'nned.  It  is  assumed  five  tracks  would  be  depressed, 
two  for  New  York  Central,  two  for  West  Shore  and  o  le  which  could  be  designated  for  the  Chenango  \'alley 
cr  for  a  through  track.  This  would  leave  the  balance  of  the  Canal  street  yards  on  the  surface  for  an  east 
side  freight  terminal,  fronting  on  Townsend  or  Catherine  streets.  Coach  yards  could  be  located  on  the  sur¬ 
face  in  the  vicinity  of  the  former  east  side  engine  home,  using  existing  yard  tracks  for  this  purpose  as  far  r 
as  Greenway  avenue.  / 

Two  disadvantages  are  encountered  in  this  ])1  ui.  1st,  reconstruction  of  a  large  trunk  sewer  in  Pearl  ' 
street  would  have  to  be  undertaken  as  its  grade  is  jiractically  the  same  as  that  of  the  proposed  railroad  cut.  M 
2nd,  the  improvement  of  grades  of  the  fames  and  Wa’-ren  streets  intersection  and  their  crossings  over  the  . 
canals  would  have  to  be  undyrtaken  as  a  separate  proceeding.  This  imjirovement  is  very  desirable. 


71 


REPORT  OF  BION  J.  ARNOLD 


Excavation:  Comparing-  Plan  P  and  Scheme  X,  the  approximate  cost  of  excavation  as  estimated  by 
the  City  Engineer  for  the  section  east  of  Salina  street  is  as  follows; 


W  est  Shore  depression .  .  .  . 518,000  cubic  yards 

Scheme  “  X  ”  .  . . . .  433,000  “ 


Difference  . . . . . 185,000  cubic  yards 

Difference  in  cost  approximately . .  . . $92,500. 


P)Oth  plans  would  require  new  retaining  walls  for  full  height  walls,  i.  e.,  20  feet,  the  quantities  and 
costs  would  be  about  the  same  for  either  plan.  For  10  foot  walls  and  1  :2  grass  slope,  which  could  be  used 


C.  M.  &  St.  P.  R.  R.  Sacremento  Boulevard,  Chicago.  Improving  a  forbidding 

structure  by  shrubbery. 


as  far  west  as  State  street,  the  cost  would  also  be  about  equalized.  This  latter,  however,  would  require 
a  strip  of  land  120  feet  wide  as  against  75  feet  for  full  height  walls.  For  Plan  P  the  grass  slopes  would 
lequire  the  abandonment  of  considerably  more  of  the  Canal  street  yard  tracks  than  with  straight  walls. 

Summary:  In  view  of  the  above  facts  the  West  Shore  depression  may  be  regarded  as  one  of  the  few 
practicable  plans.  It  would  probably  be  less  expensive  than  Scheme  “  X  ”  considering  the  additional  cost 
ot  canal  lands  for  the  latter’s  location.  It  would  dis])lace  the  entire  Canal  street  yards  excej)t  lead  tracks 
sufficient  for  house  and  team  track  service  at  'Pownsend  or  AlcPride  streets.  It  would  thus  restrict  rail¬ 
road  operations  of  the  east  side  entirely  within  the  districts  at  present  affected  and  reduce  materially  the 
total  railroad  occujiancy  of  the  down  town  district,  which  is  very  desirable.  In  brief  the  advantages  out¬ 
weigh  the  disadvantages.  ' 

This  jilan  would  also  be  available  to  the  Delaware,  Lackawanna  X  Western  lines  by  constructing 
the  detour  from  Jamesville  to  Dewitt  and  providing  a  westerly  exit  both  of  which  are  possible. 

Final  Conclusions  are  presented  in  the  first  ])art  of  this  report. 


72 


REPORT  OF  BION  J.  ARNOLD 


SECTION  12.  IDEAL  PLAN  XP. 

Depressed  Canal  West  Shore  Location.  Union  Station  in  Belden  Avenue.  D.,  L.  &  W.  Detour. 

None  of  the  plans  heretofore  discussed  presents  vhat  may  be  termed  a  complete  or  ideal  solution 
Of  the  grade  separation  problem  for  all  transportation  facilities  involved,  not  only  the  steam  but  also  the 
iaterurban  railroads  and  the  canals.  While  canal  abandonment  is  undoubtedly  desirable,  the  cjuestiou  is 
ever  at  hand  as  to  the  best  use  to  be  made  of  the  canal  if  abandoned.  Throughout  Syracuse,  the  canal 
excavation  is  already  about  half  completed  for  electric  railway  purposes  if  the  canal  thus  is  used,  but  much 
less  if  used  for  steam  railroad  purposes.  Therefore,  in  view  of  the  great  difficulties  usually  encountered  in 
enlarging  railroad  rights  of  way  through  modern  cities  after  they  are  once  established,  it  would  seem  but 
reasonable  that  every  effort  should  be  made  to  find  the  best  possible  and  most  extensive  use  for  the  canal 
bed  as  a  transportation  entrance  rather  than  to  completely  abandon  it. 

A  so-called  Ideal  Plan  is  therefore  presented  which  recognizes  both  the  demand  for  depression  and 
for  the  maximum  present  use  of  the  old  canal  beds.  It  is  designed  to  accomplish  the  following  results ; 

1.  To  provide  adequate  union  passenger  station  facilities  capable  of  future  expansion. 

2.  To  provide  physically  continuous  trackage  for  all  roads  now  owning  rights  of  way  through 
Syracuse. 

3.  To  restrict  further  railroad  occupancy  of  city  areas  as  far  as  possible  to  districts  already 
adjusted  thereto. 

4.  To  provide  adequate  facilities  for  the  Lackawanna  in  return  for  those  released  by  this  road 
constructing  the  detour. 

5.  To  conserve  the  investment  in  the  released  Delaware,  Lackawanna  &  Western  line  by  finding 
another  use  as  an  electric  line. 

6.  To  provide  for  rapid  transit  or  interurban  entrance  to  the  heart  of  the  city. 

7.  To  minimize  the  expense  of  additional  lands  and  damages. 


PREFERRED  IDEAL  PLAN. 

The  distinct  departure  of  this  plan  is  in  the  conq)osite  feature  of  unification  of  all  facilities  and  in 
its  adaptability  in  construction  in  stages.  Two  continuous  through  tracks  (or  more  if  necessary)  are 
provided  for  the  Lackawanna  in  or  parallel  to  the  Erie  Canal  in  return  for  its  ceasing  main  line  operation 
on  its  existing  right  of  way  from  the  Armory  yard  south  to  the  city  limits.  This  practically  means  as  far 
as  Jamesville  to  Headson’s  or  Dewitt  Junction.  This  would  enable  the  Lackawanna  to  use  the  Erie  Canal 
bed*  for  passenger  service  for  the  entire  distance  between  Butternut  Creek  feeder  and  State  street  near  the 
main  junction  with  the  Oswego  Canal.  .  The  line  wonld  then  curve  northward  into  the  throat  of  the  Union 
Station  substantially  as  planned  in  “  Scheme  X,”  emerging  from  this  station  with  a  short  connection  at 
low  level  with  the  Delaware,  Lackawanna  &  Western  salt  lands  spur  already  constructed  and  leading 
northwest  to  a  connection  with  the  Oswego  line.  Ecr  the  reverse  curve  under  State  street  the  alignment 
of  Scheme  X  could  be  used  or  else  one  more  nearly  approaching  that  of  the  existing  West  Shore  tracks 
which  might  be  developed  with  less  disturbance  of  existing  property. 

In  the  bed  of  the  canal  would  also  be  located  a  double  track  for  the  Oneida  electric  road,  and  possibly 
also  for  the  Suburban  electric  railway  to  Fayetteville  if  desired,  or  for  any  other  electric  road  from  the 
east  that  may  be  built. 

The  New  York  Central  lines  would  be  depressed  in  the  present  West  Shore  right  of  way  connecting 
with  the  Union  Station  as  in  “  Scheme  X,”  except  that  the  entrance  thereto  could  be  on  a  much  easier 

*  .Assuming  the  approval  of  the  State  Legislature  is  obtainable. 


REPORT  OF  BION  J.  ARNOLD 


73 


I  urN'c.  The  Rome,  Watertown  &  Ogdenshurg  entrance  from  the  north  would  he  made  l)y  way  ol  tlie 
Ih  racuse  Junction  line  with  a  curve  connection  at  the  foot  of  the  lake,  not  across  the  eastern  apex  of  the 
salt  flats  as  in  some  previous  schemes. 

With  this  Ideal  Plan,  it  is  apparent  that  there  are  facilities  available  for  any  reasonable  number  of  main 
line  tracks  on  separate  rights  of  way,  except  where  the  Lackawanna  would  pass  through  the  Union  Station. 
While  it  probably  would  be  legally  proper  to  consider  a  station  ladder  track  or  a  diagonal  crossing  as  a 
physically  continuous  track,  the  above  arrangement  has  the  disadvantage  that  in  its  eastern  approach  the 

I.ackawanna  is  located  south  of  all  other  tracks,  but  on  its  westerly  exit  it  is  located  north  of  them,  thus 
requiring  a  crossing  which  in  this  case  would  be  at  the  throat  of  the  station  yard.  However,  there  are  two 
possibilities  in  the  development  of  this  plan  ; 

1.  Passenger  Service  Only:  Depressed  through  tracks  for  Delaware,  Lackawanna  &  Western 
passenger  service. 

2.  Freight  and  Passenger  Service:  Depressed  through  tracks  for  all  Delaware,  Lackawanna  & 
Western  traffic,  both  passenger  and  freight. 

If  the  former  (I)  were  in  operation  and  belt  line  facilities  were  available  to  the  Lackawanna  at 
reasonable  rental,  the  jjassenger  line  crossing  at  the  station  throat  would  be  of  little  moment  and  this  plan 
would  be  preferable.  But  if  (2)  considerable  freight  were  to  be  passed  through  the  main  depression  this 
would  require  continuous  tracks  ])referably  lying  entirely  north  of  the  station  tracks  as  in  the  City  of 
Rochester  (discussed  below),  or  lying  entirely  south  of  the  station  tracks  but  without  crossings  at  the  station 
throat. 


MODIFIED  OR  ALTERNATIVE  IDEAL  PLAN. 

A  modification  of  the  above  plan  may  now  be  described  which,  if  consented  to  l)y  the  railroads 
involved,  would  largely  meet  the  needs  of  the  present  situation,  minimize  expense  to  the  Lackawanna  and 
at  the  same  time  make  it  possible  at  some  future  date  to  revert  to  the  original  preferred  Ideal  Plan  first 
described,  i.  e.,  when  the  Lackawanna  should  find  it  possible  to  detour  its  through  freight  entirely  aivnmd 
the  city. 

This  modification  contemplates  the  direct  exchange  of  main  line  facilities  as  outlined  between  Dela¬ 
ware,  Lackawanna  &  Western  and  New  York  Central  roads  for  the  sole  purpose  of  providing  the  Dela¬ 
ware,  Lackawanna  &  Western  with  a  continuous  northerly  location  for  passenger  and  freight  scj  as  to 
avoid  grade  crossings  within  the  limits  of  the  station  property  and  approaches  thereto  over  which  freight 
trains  would  operate  as  in  Rochester.  'I'he  realignment  of  facilities  in  this  modification  would  be  as 
Lillows : 

1.  New  York  Central  main  line  to  occupy  the  canal  bed  along  with  the  Oneida  and  other  electric 
railway  lines. 

2.  Depressed  cut  on  West  Shore  right  of  way  to  accommodate  West  Shore  main  line  and  on  the 
north  side  of  the  cut  of  the  Delaware,  Lackawanna  &  Western  main  line.  (.\n  additional 
track  for  the  Chenango  \’alley  Branch  might  be  provided  if  needed  as  far  as  State  street,  where 
it  could  be  merged. ) 

3.  All  of  these  six  or  seven  steam  tracks  would  converge  intcj  the  depressed  reverse  curve  enter¬ 
ing  the  ])assenger  station,  the  Delaware,  Lackawanna  &  Western  tracks  then  bearing  to  the 
north  and  the  New  ^'ork  Central  tracks  to  the  south,  thence  each  containing  westerly  on  their 
own  rights  of  way. 

Eastern  Entrance:  At  the  eastern  end  of  the  im])rovement  it  is  pro|)osed  in  this  alternative  ])lan 
that  Delaware,  Lackawanna  &  Western  tracks  should  occupy  the  existing  West  Shore  elevated  crossing 
at  Dewitt  with  its  detour  line  from  jamesville,  there  crossing  the  New  York  C'entral  main  line  and  the  city 


74 


REPORT  OF  BION  J.  ARNOLD 


cn  the  northerly  tracks  of  the  West  Shore  property,  following  the  northerly  alignment  across  the  salt 
lands  to  its  connection  with  the  Oswego  Division  at  the  State  Fair  grounds.  The  Oneida  electric  line  would 
abandon  this  crossing  at  Dewitt  and  continue  on  the  surface  parallel  to  and  south  of  the  New  York  Cen¬ 
tral  main  line  into  the  canal  bed.  Similarly  the  Chenango  V  alley  line  could  also  parallel  through  the  canal 
cut  as  a  fifth  track  or  use  the  present  crossing  into  the  West  Shore  yard. 

Interchange:  Complete  interchange  of  West  Shore  and  New  York  Central  tracks  would  be  possible 
ii  desired  by  constructing  a  cross-over  somewhere  between  the  city  limits  and  Dewitt.  Thus,  the  New 
York  Central  lines  would  be  represented  by  at  least  four  and  jjossibly  six  tracks,  if  an  extra  through  track 
were  constructed  in  each  cut. 

At  such  time  as  the  complete  detour  around  the  city  would  be  justified  for  Delaware,  Lackawanna 
Western  freight,  the  detour  line  crossing  New  York  Central  main  line  at  Dewitt  might  be  extended  with 
a  northerly  curve  to  meet  the  tracks  of  the  Syracuse  Junction  Belt.  It  would  then  be  practicable  to  revert 
to  the  Preferred  Plan  by  an  interchange  of  track  facilities  giving  the  Delaware,  Lackawanna  &  Western  the 
canal  entrance  for  passenger  trains  only  and  then  placing  all  New  York  Central  lines  in  the  completed 
VV'est  Shore  depression.*  The  routing  through  the  station  tracks  would  then  involve  no  difficulties. 

Oswego  Canal:  The  Oswego  Cana!  bed  would  here  be  abandoned  from  its  junction  with  the  Erie 
to  about  Belden  avenue  and  used  for  a  thoroughfare  northwest  from  the  Public  Center.  The  remainder 
of  the  canal  north  to  the  Salina  locks  should  be  used  jchntly  for  an  interurban  entrance,  a  paved  boulevard 
and  an  industrial  freight  spur  track  serving  all  the  industries  along  the  present  canal  line  and  facing  on  Salt 
street,  State  street  and  Sunset  avenue.  The  wddth  of  the  canal  strip  and  its  location  for  the  most  part 
on  a  bench  in  the  side  of  the  hill  makes  it  desirable  tc  have  the  double  track  interurban  line  located  along 
the  westerly  side  of  the  strip  and  the  freight  si)ur  track  along  the  easterly  side  with  a  street  between, 
properly  ])rotected  by  curbs.  In  this  position  all  abutting  industries  would  have  rear  door  delivery.  Out¬ 
side  of  the  interurban  car  tracks  would  be  room  for  a  sidewalk.  This  spur  track  could  be  connected  with 
Rome,  Watertown  &  Ogdensburg  tracks  in  Clinton  street,  about  op])Osite  Spencer  street,  and  also  could 
connect  directly  with  the  present  Free  street  tracks,  at  about  Park  street. 

This  facility  would  make  it  ])ossible  to  remove  steam  railroad  tracks  from  State  street  and  Salt  street 
where  railroad  operations  now  interfere  with  the  necessary  street  traffic.  And  it  is  possible  that  certain 
sections  of  Clinton  street  might  be  imprcjved  simultaneously. 

Interurban  Depot:  An  important  feature  of  this  Ideal  Plan  is  the  definite  provision  of  proper 
entrance  facilities  for  high  speed  interurban  cars.  It  is  contemplated  that  the  abandoned  Franklin  street 
terminal  should  be  used  for  a  combined  interurban  jjasenger  and  freight  station  and  a  public  market.  An 
excellent  entrance  to  this  station  may  be  had  from  the  west  on  land  no\v  occupied  by  railroad  tracks.  But 
this  Franklin  depot  site  could  easily  be  adapted  for  either  front  or  rear  entrance  or  exit.  But  owing  to  the 
large  area  in  the  rear  already  occu])ied  by  railroad  tracks  and  without  building  development  it  is  probable 
that  a  more  satisfactory  entrance  and  exit  could  be  made  at  this  point  where  all  switching  could  be  done 
clear  of  the  street. 

From  this  station  could  radiate  all  interurban  lines  that  are  now  in  operation  and  in  addition  a  pos¬ 
sible  new  interurban  line  running  into  the  south  hills  and  down  Onondaga  Yalley  over  the  right  of  way 
of  the  present  Delaware,  Lackawanna  &  Western  steam  line. 

The  one  deficiency  of  this  site  is  that  the  Oswego  and  Rochester  lines  and  the  Auburn  lines  from 
the  south  as  well  as  the  Onondaga  Valley  line  suggested  would  be  obliged  to  use  West  street,  which 
will  be  more  and  more  needed  for  freight  teaming  until  the  freight  houses  recede  to  Geddes  street.  But 
this  is  perhaps  counter-balanced  by  the  ease  of  entrance  for  the  Oneida  electric  cars,  which  could  aj)- 
])roach  by  the  hjrie  canal  as  far  as  Clinton  street,  then  rise  to  the  surface  and  turn  into  the  station  without 
touching  West  street.  Suburl^an  cars,  whether  routed  via  Fayette  street  as  at  ju'esent,  or  better  by  Water 

'^Scc  ‘Aliniimiin  Construction”  for  iirograni  of  partial  West  Sh^rre  depression,  page  76 


REPORT  OF  BION  J.  ARNOLD 


/o 


street  or  the  canal  bed,  could  enter  the  station  without  crossing  or  running  on  West  street.  The  South 
Bay  and  Liverpool  cars  could  hnd  an  e(|ually  good  entrance,  crossing  over  the  depressed  steam  track  at 
Clinton  street  and  thence  routing  via  Willow,  h'ranklin  and  Water  streets  to  the  interurhan  terminal. 

Should  it  ultimately  he  found  desirable  to  use  the  west  end  of  the  Erie  canal  as  a  rapid  transit 
entrance,  the  station  connection  would  he  relatively  simple. 


C.  M.  &  St.  P.  R.  R.,  Chicago.  Type  of  recent 
concrete  Elevated  structure. 

This  interurhan  terminal  would  he  only  three  blocks  from  the  business  center,  accessible  to  all 
car  lines  and  reasonably  accessible  to  the  new  railroad  station.  Supplemental  stops  in  the  canal  bed  for 
all  cars  could  readily  be  made  for  the  greater  convenience  of  passengers  by  constructing  ])latforms  at 
depressed  level  in  Clinton  Square  and  in  the  so-called  Canal  S(|uare  or  present  canal  junction. 

Delaware,  Lackawanna  &  Western  Interurhan:  'I'hc  use  of  the  released  Delaware,  Lackawanna 
Western  right  of  way  to  Jamesville  and  the  south  as  a  new  interurhan  entrance  is  suggested  as  a  means 
of  conserving  the  major  part  if  not  all  of  the  present  investment  in  the  line.  'I'he  ])resent  location  would 
not  be  objectionable  for  electric  passenger  and  express  service  into  the  heart  of  the  city.  It  is  not  within 
the  scope  of  this  report  to  predict  the  i^ossibilities  of  electric  service  farther  uj)  the  Onondaga  vallev  than 


76 


REPORT  OF  BION  J.  ARNOLD 


tlie  terminus  of  the  present  city  lines  at  Seneca  turnpike.  But  the  fact  remains  that  the  so-called  South 
hills  or  Morningside  districts  are  developing  rapidly  under  considerable  handicap  for  local  car  service 
and  Onondaga  Vhalley  alone  is  without  electric  service.  An  exceptionally  good  right  of  way'  exists  for 
suburban  development  and  a  low  grade  connection  could  undoubtedly  be  worked  out  for  a  line  up  the 
\  alley'.  This  seems  an  opportunity  for  a  new  electric  line  at  moderate  cost.  Under  the  plan  proposed, 
it  is  probable  that  the  Delaware,  Lackawanna  &  Western  property'  could  be  accjuired  or  leased  under 
very'  favorable  conditions  as  it  is  a  means  of  increasing  the  salvage  in  the  existing  investment  and  not 
a  project  recjuiring  a  new  entrance  into  the  city  of  Syracuse.  Therefore,  this  would  make  it  much  easier 
for  the  Lackawanna  to  consider  favorably  the  detour  plan  for  improved  steam  entrance. 


Minimum  Construction 

As  it  would  probably  be  considered  unfeasible  to  construct  both  east  side  depressions  for  the  steam 
hues  at  the  same  time,  about  6,000  feet  of  depressed  construction  may'  be  deferred  for  some  years  by 
utilizing  the  surface  tracks  of  the  West  Shore  as  far  west  as  Crouse  avenue,  thence  descending  by  a 
1.5  per  cent,  grade  to  depressed  level  at  Almond  street.  Even  such  a  partly  depressed  entrance  would 
be  far  superior  to  the  present  Delaware,  Lackawanna  &  Western  entrance  from  the  south,  and  the  problem 
of  complete  depression  involved  in  this  ideal  plan  would  be  much  simplified  in  the  present. 

Clinton  Square  Station:  The  depressed  cut  for  the  Oneida  electric,  however,  if  started  at  all,  would 
have  to  be  carried  west  as  far  as  Onondaga  creek  unless  an  underground  terminal  were  constructed  in 
Clinton  square,  separate  from  the  joint  depot  above  contemplated. 

A  still  further  reduction  in  the  cost  of  initial  construction  could  be  made  by'  transferring  the  Oneida 
Electric  entirely  from  the  depressed  cut  to  the  West  Shore  surface  tracks.  This  would  make  it  possible 
for  both  New  York  Central  and  Delaware,  Lackawanna  &  Western  tracks  to  be  accommodated  in  the  same 
cut.  But  unless  the  Delaware,  Lackawanna  &  Western  freight  were  entirely  detoured  via  belt  line,  a 
crossing  would  be  required  for  the  Delaware,  Lackawanna  &  Western  over  the  New  York  Central  main 
line  at  Dewitt  in  order  to  reach  a  northerly'  location  and  avoid  crossing  the  station  ladder  tracks. 

Summary:  This  ideal  plan  seems  to  present  the  most  complete  and  also  the  most  flexible  solution 
of  the  physical  problems  of  steam  and  interurban  railroads  in  Sy'racuse.  It  not  only'  protects  the  integrity 
of  the  present  rights  of  way'  of  New  York  Central  and  West  Shore  companies,  but  also  that  of  the  Lacka-  I 
wanna,  and  make  the  present  right  of  way  of  the  Lackawanna,  without  modification,  available  for  both  in-  i 
terurban  and  switching  purposes.  When  electrically  operated  such  switching  may'  be  done  with  com-  i 
paratively  little  nuisance.  The  ])lan  also  provides  both  freight  and  passenger  facilities  for  the  Lacka¬ 
wanna  so  located  as  to  use  the  union  station  efficiently  and  without  interference  with  other  joint  users 
in  a  manner  somewhat  similar  to  that  now  in  force  in  the  Rochester  or  Utica  stations  between  the  same 
participating  companies.  It  also  provides  for  the  New  York  Central  lines  more  than  the  equivalent  of  their 
])resent  Washington  street  and  West  Shore  franchises. 

d'he  north  branch  of  the  canal  would  be  used  to  advantage  and  only'  the  west  branch  would  remain 
without  being  ])ut  to  an  immediate  specific  use.  However,  its  unquestioned  value  as  a  future  right  of  way 
in  a  rapid  transit  development  would  certainly  dictate  that  it  should  be  retained  under  city  control  until  ' 
such  time  as  a  definite  use  could  be  found  as  a  part  of  the  transj)ortation  facilities  of  the  city.  ^ 

The  departure  from  the  five  degree  reverse  curve  at  the  junction  of  the  canals  as  originally'  laid  1 
out  in  “Scheme  X”  is  suggested  not  only  on  the  score  of  economy  in  lands  and  damages,  but  also  to  obtain 
a  better  alignment  and  easier  curve.  But  if  sufficient  reasons  are  apparent  for  the  adoption  of  the  “Scheme 
X”  curve  there  is  nothing  to  prevent  its  use  as  a  part  of  the  ideal  plan  presented  herein. 

Final  Conclusions  are  presented  in  the  first  part  of  this  report. 


REPORT  OF  BION  J.  ARNOLD 


77 


PART  III-B  — PLANS  REJECTED 
Section  13  —  Elevated  Plans  C,  C-1,  R  and  T 

Plan  C  —  West  Shore  Elevation.  Station  at  Townsend  Street 

'I'his  plan  has  l)een  worked  out  l)y  the  railroad  tannpany  in  considerable  detail,  both  as  to  station 
arrangement  and  street  grades.  It  extends  over  the  i)resent  West  Shore  right  of  way  throughout,  except 
for  the  connections  with  New  York  Central  main  line  at  the  eastern  and  western  city  limits.  Beginning 
at  the  easterly  end,  the  line  would  rise  gradually  from  ground  level  to  an  overhead  crossing  at  ('ireenway 
avenue  and  thence  with  minimum  overhead  crossings  of  LI  feet  under  clearance  at  Elm  street,  Crouse 
avenue,  Catherine,  State  and  James,  Pearl  and  Willow,  Salina,  Franklin,  Plum,  Leavenworth,  Sand,  Ceddes, 
Libertv  and  Hiawatha  streets.  The  summit  occurs  in  the  center  of  the  business  district,  'riience  the  line 
would  descend  gradually  with  a  0.5  per  cent,  grade  to  the  salt  flats  and  a  junction  with  the  New  York  Cen¬ 
tral  and  belt  line  tracks  at  the  western  city  limits,  there  crossing  overhead  the  Delaware,  Lackawanna  & 
Western  Oswego  branch. 

Four  main  line  tracks  are  indicated  in  the  improvement,  which  is  approximately  23,000  feet  in 
length  from  New  York  Central  junction  points  east  and  west,  or  16,400  feet  from  its  easterly  junction  to 
Libertv  street,  where  the  new  and  old  grades  coincide.  West  of  Liberty  street,  the  grade  is  gradually 
lowered  to  connect  with  the  New  York  Central  main  line. 

No  use  of  the  present  elevation  of  the  West  Shore  right  of  way  east  of  the  city  is  made. 

The  Townsend  street  freight  yards  would  be  entirely  displaced  but  the  yard  east  of  Beech  street 
would  be  retained,  being  reached  by  a  2  per  cent,  incline  from  the  station  elevated  structure.  The  Canal 
street  industrial  lead  (old  Chenango  Valley  line)  is  shown  to  be  retained,  also  the  Washington  street 
tracks,  which,  however,  are  intended  for  the  use  of  the  Oneida  railway  as  well  as  for  an  industrial  lead. 
This,  however,  necessitates  another  lateral  embankment  across  the  valley  to  cross  over  the  main  line  from 
north  to  south  connecting  the  ])resent  West  Shore  with  the  Washington  street  tracks. 

Both  Teall  avenue  and  Beach  street  would  be  closed  in  favor  of  Greenway  and  Flm,  which  are  dead¬ 
end  streets.  On  the  west  end,  \’an  Rensselaer,  an  important  through  street,  is  to  be  closed  in  favor  of 
Leavenworth  avenue  and  of  Sand  street,  less  than  40  feet  in  width,  both  dead-end  streets.  However,  in 
this  westerly  district  the  street  development  is  so  incom])lete  that  the  crossings  indicated  on  the  plan 
could  easily  be  modified  if  desired. 

The  chief  objection  to  this  plan  occurs  in  the  center  of  the  city  at  the  crossing  of  State  and  James 
streets.  This  diagonal  double  crossing  would  be  325  feet  total  span,  with  six  su])porting  bents,  an  under- 
clearance  of  14  feet  and  a  rail  elevation  of  18  feet  above  the  street.  Although  this  W'est  Shore  plan  calls 
for  only  four  main  line  tracks  cast  and  west,  six  tracks  are  indicated  through  the  center  of  the  city  leaving 
the  station  on  the  west,  two  of  which  are  designated  as  Rome,  Watertown  &  Ogdensburg,  branching  off 
to  the  north  in  the  salt  land  district.  This  renders  the  ove’rhead  structure  at  diagonal  crossings  from  90 
feet  to  140  feet  in  width  along  the  streets  crossed  by  the  railroad.  To  make  matters  worse,  this  State 
street  crossing  is  located  at  the  western  throat  of  the  passenger  station  tracks,  making  necessary  a  covered 
])assageway  170  feet  in  length  at  this  point.  4'hus  this  overhead  crossing  over  one  of  the  most  important 
down  town  street  intersections  (State  and  James)  would  cover  an  area  of  approximately  27,500  scpiarc  feet. 

In  this  ])lan  the  station  would  be  located  entirely  between  Canal  street  and  Burnet  avenue,  the  sj)ace 
accommodating  14  tracks  with  one  extra  through  track  through  the  center.  'Phe  ])asscnger  head  house 
would  face  the  present  canal  with  an  underground  concourse  in  'Pownsend  street  to  reach  all  of  the  over¬ 
head  tracks.  'Phe  station  ])latforms  are  comparatively  short,  ranging  from  1,100  to  1,300  feet  in  length. 
'I'he  concourse  is  considerably  off  center  of  the  station  track  area,  so  that  not  more  than  one  train  could 
stand  on  any  track  at  any  one  time,  i.  e.,  the  ])lan  provides  not  for  a  double  berth  but  for  a  single-berth 
station. 


78 


REPORT  OF  BION  J.  ARNOLD 


Coacli  yards  accommodating  50  and  52  cars  resi)ectivcdy  are  laid  out  to  the  east  of  the  station  area, 
extending  from  Howard  street  to  Iflm  street,  a  distance  of  2,400  feet,  with  six  tracks.  Presumably 
facilities  for  express,  mail,  etc.,  would  also  be  develojjed  just  to  the  east  of  the  station.  An  alternative 
express  house  location  is  indicated  in  the  vicinity  of  the  north  side  market,  Belden  and  Pearl  streets,  with 
second  story  delivery  direct  from  the  elevated  tracks.  No  elevators  appear  to  be  contemplated  ;  instead, 
ramps  for  teams  to  ascend  and  descend. 

It  appears  from  this  study  that  all  of  the  present  yard  trackage  owned  by  the  West  Shore  railway 
through  the  center  of  the  city  would  be  retained  for  elevated  and  station  coach  yard  purposes,  also  Canal 
and  Washington  street  tracks  are  not  even  abandoned,  an  under  pass  being  shown,  permitting  an  entrance 
at  street  level  from  the  Fayette  yards  to  industrial  tracks  in  Pearl,  State,  Sunset  and  Free  streets,  whereas 
these  industrials  could  be  reached  conveniently  from  the  north  by  a  1  per  cent,  or  1.5  per  cent,  ascent 
from  the  Rome,  Watertown  &  Ogdenslmrg  track  to  Sunset  avenue  or  Basin  street,  depending  upon  the 
grade  separation  at  Hiawatha  street. 

The  cost  of  this  elevation  known  as  the  191 1  West  Shore  plan  is  estimated  by  the  railroad  company 
to  be  about  $7,000,000  including  bridges,  tracks,  lands,  damages,  station  and  engineering  jjercentages.  Of 
this  total  the  station  and  yards  required  nearly  $2,000,000.  The  item  of  additional  land  and  damages  is 
low  in  this  plan  as  practically  the  entire  improvement  would  be  carried  out  on  property  already  owned 
by  the  railroads. 

Conclusions:  While  the  plan  is  entirely  practicable  from  a  structural  view  point  and  while  the 
alignment  and  grades  are  excellent  for  railroad  operation,  the  plan  is  not  acceptable  for  the  following 
reasons : 

1.  The  construction  of  an  elevated  station  and  coach  yard  of  such  large  dimensions,  located  so  near 
the  civic  center  as  practically  to  bisect  the  city  proper,  is  undesirable  from  a  public  viewpoint. 

2.  The  site  is  not  capable  of  expansion  either  laterally  or  longitudinally  and  it  practically  ruins 
the  frontage  on  two  im])ortant  east  and  west  commercial  streets  paralleling  the  canal  by  the  erection  of 
a  blank  concrete  wall.  4'he  pro])ortions  of  the  station  are  not  adaptable  to  a  double-berth  layout  as 
may  be  required  in  the  future  for  a  union  staticm  of  the  through  type. 

3.  Means  and  directness  of  access  to  the  head  house  are  entirely  too  limited  both  from  the  north 
as  well  as  from  the  south,  if  a  solid  fill  is  contemplated  without  additional  street  openings,  especially  at 
McBride  and  Townsend  streets.  A  vehicle  and  car  concourse  is  equall)'  necessary  close  to  its  entrance. 
The  plan  shows  an  industrial  freight  track  in  Canal  street,  right  in  front  of  the  station  entrance  at  street 
level. 

4.  The  location  of  coach  yards  within  the  main  central  valley,  paralleling  the  canal,  is  highly  un¬ 
desirable,  even  neglecting  the  switching  which  is  bound  to  continue  day  and  night.  It  is  not  essential 
that  these  yards  be  close  to  the  station.  A  location  east  of  Beech  street  would  be  more  in  harmony  with 
the  probable  development  of  the  business  section  eastward. 

5.  A  double  crossing  of  the  New  York  Central  main  line  by  the  Oneida  railway  cars  is  decidedly 
undesirable.  The  Oneida  electric  crossing  at  Thompson  road,  east  end,  should  be  abandoned  and  a  new 
entrance  built  paralleling  the  New  York  Central  main  line  at  the  same  grade,  or  else  the  Chenango  branch 
developed  as  an  entrance  for  the  Oneida  electric  cars  into  Washington  street  if  the  cars  are  to  remain 
on  this  street. 

6.  The  extensive  crossing  at  State  and  James  streets,  while  undesirable,  may  not  be  considered 
by  itself  a  fatal  defect,  provided  the  street  underpass  were  properly  constructed,  kept  well  drained  and 
permanently  lighted  at  night,  and  provided  track  elevation  through  the  center  of  the  city  were  a  policy 
generally  acceptable  in  modern  civic  development.  However,  the  other  defects  above  mentioned  are  so 
serious  as  to  leave  little  room  for  acceptance  of  the  plan  on  this  score. 


REPORT  OF  BION  J.  ARNOLD 


79 


Alternative  Plan  C-1 

No  proposal  appears  to  have  been  made  for  an  elevated  station  location  along  Belden  avenne  witli 
West  Shore  main  line  tracks  only  elevated  through  the  city.  P.elden  avenue  traverses  a  plateau  of  al)out 
30  feet  elevation  gently  sloping  down  to  the  edge  of  tlie  salt  lands  level  on  the  west.  Thus  an  elevated 
station  in  approximately  the  location  of  the  depressed  station  of  Scheme  X,  could  be  worked  out,  possibly 
to  better  advantage  than  at  Townsend  street.  There,  however,  would  remain  the  one  inherent  defect  of 
an  elevated  structure  bisecting  the  city,  when  other  and  better  means  are  available  for  accomplishing  the 
purpose  in  view. 

Plan  R  —  West  Shore  -  New  York  Central  Elevated  Plan 

This  modification  of  the  original  West  Shore  elevation  contemplates  only  passenger  track  elevation, 
starting  at  the  eastern  city  limits,  continuing  straight  west  of  Saline  street,  thence  curving  southwest 


C.  M.  &  St.  P.  R.  R.  Electric  Rapid  Transit  Line,  Evanston.  Showing  the  bulk  of 

Solid  Fill  Construction. 


across  and  parallel  to  the  canal  with  an  elevated  station  yard  extending  from  h'ranklin  t(j  'I'ioga  street 
and  coach  yards  in  the  rear.  The  passenger  station  head  house  would  be  located  at  approximately  the 
intersection  of  Washington  street  and  Onondaga  creek.  'I'he  present  New  York  Central  ])asscnger  station 
is  to  be  given  over  to  interurban  electric  car  service,  both  passenger  and  freight. 

A  west  side  union  freight  yard  is  to  be  maintained  beneath  the  coach  yards  and  an  east  side  union 
freight  yard  on  the  site  of  the  i)resent  West  Shore  yard,  ])aralleling  the  canal.  All  Delaware.  Lacka¬ 
wanna  &  Western  passenger  service  from  the  south  is  to  be  detoured  from  jamesville  to  a  connection 
with  the  main  line  tracks  at  hhist  Syracuse  and  use  the  union  station  jointly. 

d'he  ])lan  is  said  to  minimize  the  ])roblem  of  ex])ense  for  construction  and  damages  for  a  new 
location  of  railroads  and  to  eliminate  entirely  the  Itrie  canal  as  an  essential  factor  in  railroad  grade 
separation.  Another  advantage  cited  ff)r  this  ])lan  is  that  it  ])ermits  direct  car  delivery  to  the  second 
floor  of  the  new  Postoffice  to  be  erected  at  the  corner  of  Cenesee  and  h'ranklin  streets. 

vStreet  im])rovenients  are  suggested  which  merit  consideration. 


80 


REPORT  OF  BION  J.  ARNOLD 


1.  Burnet  avenue  extended  straij^ht  through  to  West  Willow  street  (one  block  intervening). 

2.  Thence  diagonally  to  Tracy  street  (two  blocks  interveningj. 

3.  Same  connecting  with  Park  avenue  (one  block  interveningj. 

4.  Tracy  street  extended  west  to  Lakeview  avenue  as  a  marginal  street  (three  blocks  intervening). 

5.  Old  Delaware,  Lackawanna  &  Western  right  of  way  converted  into  a  diagonal  trucking  street 
from  West  and  Fayette  streets  to  Harrison  and  Salina  streets  ( one  block  interveningj . 

Conclusions:  The  alignment  and  grades  are  excellent,  but  this  plan  is  rejected  for  the  following 
reasons ; 

1.  On  the  general  score  of  an  undesirable  elevated  structure  through  the  center  of  great  traffic 
movement.  It  simply  mitigates,  but  does  not  avoid  the  undesirable  features  of  the  previous  West  Shore 
plan. 

2.  The  alignment  cuts  through  valuable  building  space,  altogether  too  close  to  Burnet  avenue  (ex¬ 
tended)  and  Willow  street  to  permit  of  efficient  development  of  the  abutting  property. 

3.  It  imposes  an  overhead  crossing  at  State  and  James  street  practically  is  bad  as  the  previous 
plan,  although  the  main  line  tracks  may  be  reduced  to  four  or  five  in  number. 

4.  It  imposes  a  structure  entirely  out  of  harmony  with  and  too  close  to  the  location  of  the  elongated 
square  or  bi-focal  public  center  elsewhere  described,  the  nucleus  of  which  is  now  under  construction  in 
the  form  of  a  new  Postoffice. 

5.  The  operation  of  a  freight  yard  below  a  passenger  coach  yard  from  500  to  600  feet  in  width 

with  the  necessary  switching  therein  would  apjiear  to  streets  prevented  for  the  same  reason  unless  the 

6.  The  existence  of  two  levels  of  superimposed  tracks  at  the  western  end  of  the  yards  would  make 
grade  separation  at  the  important  Oeddes  street  crossing  practically  impossible  without  abandoning  the 
canal  and  depressing  the  street.  Thus  the  canal  is  somewhat  involved  in  this  plan. 

7.  Connection  of  Van  Rensselaer  and  Oswego  be  impracticable  without  electrification, 
canal  is  abandoned. 

The  plan  contem])lates  the  entire  abandonment  of  the  Delaware,  Lackawanna  &  Western  pro])erty 
existing  between  West  Fayette  street  and  Jamesville,  excepting  possibly  the  industrial  leads  in  Clinton 
and  Taylor  streets. 

Plan  T  —  New  York  Central  Elevated  Over  Canal  Bed 

This  ])lan  assumes  a  Delaware,  Lackawanna  &  Western  detour  north  from  Jamesville  joining  the 
New  York  Central  main  line  at  Dewitt,  also  that  the  canals  through  Syracuse  shall  be  preserved.  The 

New  York  Central  main  line  would  continue  west  from  and  at  its  easterly  elevation  upon  a  steel  structure 

above  the  Erie  canal  through  the  city.  Above  this  main  line  level  would  be  a  second  level  accommodating 
passenger  waiting  rooms,  railroad  offices,  exjjress  offices,  warehouses  for  express  and  freight,  and  mer¬ 
cantile  and  light  manufacturing  establishments.  Passenger  and  freight  elevators  would  handle  freight 
between  canal  and  railroad  levels.  A  third  story  is  even  proposed  for  an  automobile  highway  and 
promenade  through  the  city,  the  structure  constituting  a  fire  wall  through  the  center  of  the  city  to 
prevent  extensive  conflagration,  and  being  suggestive  of  the  “  Hanging  Gardens  of  Babylon.” 

Conclusions:  This  plan  is  included  as  representing  a  type  of  suggestions  which  always  appear  in 
a  problem  of  this  kind,  but  which  are  distinctly  visionary.  But  it  should  be  said  that  this  proposal,  how¬ 
ever  extravagant  it  may  seem,  appears  to  be  the  first  to  have  encouraged  the  idea  of  conservation  and 
development  of  “air  rights”  over  the  canal  as  elsewhere  recommended  in  this  report. 

Section  14  —  Detour  Routes  and  Plans  G,  H,  I  and  J 
Plan  G  —  Northerly  Station  via  Junction  Railroad 

4'his  ])lan  accommodates  only  the  New  York  Central  lines,  although  the  Delaware,  Lackawanna  & 
Western  could  use  the  union  station  facilities  by  means  of  the  Jamesville  detour  later  described  with  a 


REPORT  OF  BION  J.  ARNOLD 


81 


physical  connection  at  East  Syracuse.  All  passenger  trains  are  t(j  be  carried  aronnd  the  city  via  the 
Syracuse  Junction  railroad,  the  present  passenger  station  l)eing  abandoned  and  the  present  freight  stations 
and  yards  reached  only  by  stub-end  inoveinents.  The  grade  and  alignment  are  good,  as  the  passenger 
service  simply  parallels  the  present  freight  service. 

I'he  ])assenger  station  is  to  be  located  contiguous  to  the  main  line  tracks  on  the  salt  lands  just 
west  of  Salina  village  with  head  house  between  Park  and  Sl)ring  streets.  There  is  ample  room  at  this 
location  for  the  development  of  any  amount  of  station  facilities  and  the  grade  separaticm  at  Spring  and 
Park  streets  would  be  automatically  accomplished  by  a  through  station  on  the  second  deck  with  head 
house  and  concourse  communicating  from  the  ground  floor. 

Conclusions:  This  plan  is  discarded  for  the  primary  reason  that  the  passenger  station  is  located 
entirely  too  far  (approximately  13,000  feet)  from  the  business  center.  To  be  sure,  the  street  and  transit 
communications  are  good,  or  could  be  made  so,  but  the  fact  remains  that  the  city  has  i:ot  yet  expanded  and 
solidified  throughout  the  lower  levels  of  the  central  valley  to  warrant  such  a  diversion  of  an  important 
facility.  Moreover,  the  location  of  a  large,  permanent  structure  of  this  nature  on  the  flats  necessarily 
involves  extensive  foundation  preparation  and  fill.  This  district  was  formerly  occupied  by  salt  sheds  and 
canals,  so  that  an  area  approximately  1,500  by  4,000  feet  long  would  probably  have  to  l)e  filled  to  make 
it  habitable  for  station  purposes,  i.  e.,  the  entire  area  bounded  by  the  Junction  and  Rome,  Watertown 
&  Ogdensburg  railroads  and  by  Eree  street.  As  elsewhere  discussed  it  seems  more  logical  that  all  areas 
contiguous  to  the  Junction  railroad  should  be  reserved  for  industrial  development  with  spur  track  service 

Plan  H  —  Modification  of  Northerly  Location 

In  order  to  overcome  the  principal  objection  to  Plan  G,  as  to  inaccessibility  and  distance  from  the 
business  center,  the  then  Mayor  Will  proposed  a  station  location  in  the  southerly  part  of  the  salt  lands 
district  about  8,500  feet  from  the  business  center.  It  is  proposed  to  use  the  route  of  the  Junction  railroad 
for  2:)assenger  train  entrance  in  the  same  manner  as  in  Plan  G,  but  to  curve  the  passenger  lines  around 
Salina  village  in  a  southeasterly  direction.  The  station  j^roj^er  would  be  reached  by  new  streets  connect¬ 
ing  diagonally  with  the  boulevard  to  the  west  and  West  Genesee  street  on  the  east,  and  would  be  served 
by  the  Belden  avenue  car  line. 

Conclusions:  This  plan  is  discarded  for  several  reasons,  ajjparent  from  the  acconij)anying  Eigure 
6.  The  station  would  be  badly  proportioned  because  of  having  to  be  built  as  a  tangent  in  a  long  sweej) 
curve.  The  location  is  not  enough  more  accessible  than  in  Plan  G  to  make  worth  while  the  undesirable 
railroad  track  layout  indicated.  The  entrance  curve  from  the  east  to  the  station  would  cross  the  neck 
of  the  Barge  canal  basin  now  under  construction  and  thus  ojjen  uj)  the  whole  question  of  ultimate  grade 
sejjaration  in  the  salt  lands  industrial  district,  in  which  no  street  layouts  have  been  definitely  studied 
out  or  decided  ui)on.  The  right  of  way  would  have  to  be  elevated,  which  would  introduce  a  long  curved 
embankment  across  the  flats  which  would  disturb  any  logical  use  of  same  for  further  industrial  develop¬ 
ment.  The  station  location  occurs  in  the  district  where  the  foundation  difficulties  have  been  found 
greatest  and  it  is  cjuite  jjossible  that  this  extra  exjiense  would  quite  outweigh  the  comjiaratively  low  cost 
of  land  in  this  section. 

Plan  I  —  Modification  of  Northerly  Location 
Station  at  Bear  and  North  Clinton  Streets 

Another  adaptation  of  former  Mayor  Will’s  suggested  Plan  G  utilizes  this  same  iu-lying  curve 
of  Plan  H,  through  the  salt  flats  for  the  i)urj)Ose  of  bringing  the  station  somewhat  closer  to  the  city. 
However,  this  distance  would  likewise  be  about  8,500  feet,  reached  by  suital)le  traffic  streets.  'I'he 
api)roach  from  the  north  is  somewhat  im])roved  over  the  original  Plan  G,  by  utilizing  the  north  side  cut 
or  old  canal  ditch  })aralleling  Eree  street.  The  tracks,  however,  would  have  to  be  elevated  to  about  27 
feet  above  datum  at  this  point,  gradually  rising  to  meet  the  West  Shore  elevation  further  west. 


82 


REPORT  OF  BION  J.  ARNOLD 


Conclusions:  Practically  the  same  objections  may  be  raised  to  this  plan  as  to  Plans  O  and  H. 
Again  the  station  layout  is  badly  proportioned  and  limited  by  its  curved  approaches.  The  embankment 
unnecessarily  mutilates  a  street  layout  and  industrial  development  of  the  salt  flats.  Diversion  to  the  east 
would  be  utterly  impracticable  and  diversion  to  the  west  of  the  canal  basin  would  locate  the  station  out 
in  the  middle  of  the  salt  flats. 

I'lius  it  appears  that  any  attempt,  as  in  detour  Plans  G,  H  and  I,  to  bring  the  station  site  closer  to  the 
civic  center,  and  at  the  same  time  take  advantage  of  the  low  levels  and  cheap  land  of  the  salt  flats  is 
practically  defeated  by  the  necessity  for  a  through  type  of  station  as  distinct  from  a  stub-end  type.  If 
Syracuse  were  a  terminal  instead  of  a  main  line  sto]),  a  stub  station  might  be  considered,  but  this  is 
practically  out  of  the  (juestion.  In  any  event  it  is  believed  the  salt  flats  should  be  reserved  and  developed 
for  industrial  purposes  only. 


Plan  J  —  Intermediate  Detour  Route  via  Park  Street 
Station  on  Salt  Lands 

This  scheme  attempts  to  develop  a  low  grade  connection  across  the  north  side,  utilizing  the  natural 
saddle  between  the  two  crests  north  of  the  Erie  canal.  Beginning  at  the  east  end,  the  line  leaves  the  New 
York  Central  main  line  at  Midler  avenue,  town  of  Dewitt,  thence  northerly  by  a  reverse  curve  to  an  east-west 
alignment  between  Park  and  Jasper  streets,  thence  descending  across  the  salt  lands  to  a  junction  with 
the  Syracuse  Junction  railroad  at  the  southern  end  of  the  lake.  The  route  would  require  much  cut  and 
hll  with  a  summit  of  about  175  feet  elevation  at  Teall  avenue  and  the  easterly  approach  thereto,  rising 
from  the  West  Shore  level  grade  at  elevation  58  feet,  would  encounter  a  grade  of  over  1.9  per  cent,  or 
equivalent  to  somewhat  over  2.0  per  cent,  when  compensated  for  curves. 

Conclusions:  This  plan  is  deemed  quite  impracticable  not  only  for  the  approach  grades  involved, 
but  also  on  account  of  the  mutilation  of  the  street  plan  in  the  northern  section  of  the  city.  Further,  the 
only  location  available  for  the  passenger  station,  on  the  salt  flats,  w'ould  be  interfered  with  by  the  barge 

canal  basin  unless  the  line  were  diverted  north  and  south  of  the  basin.  In  either  case  the  cost  of 

developing  the  site  and  the  inaccessibility  only  add  to  the  impracticability  of  the  plan. 


SECTION  15— TUNNEL  PLANS  K,  L,  L-1  and  M 
Plan  K  —  Station  at  Genesee  and  West  Streets 

All  of  the  tunnel  plans  tunnel  the  north  side  hills  and  utilize  for  a  station  site  the  high  land  just 
south  of  the  salt  flats,  the  same  as  adopted  for  Scheme  X.  Plan  K  shows  the  line  gradually  descending 
from  about  Greenway  avenue  to  a  portal  at  Oak  street,  thence  through  a  tunnel  4,800  feet  in  length  to  a 
westerly  portal  at  State  street,  thence  on  a  level  about  12  feet  below  the  bed  of  the  present  Oswego  canal 
to  accommodate  a  depressed  station  of  the  through  type,  thence  rising  to  the  present  track  level  of  the 
overpass  at  Geddes  street  and  finally  descending  again  over  the  present  West  Shore  fill.  A  five-track 
tunnel  is  proposed,  single  arch  of  about  66  foot  span  with  a  station  20  tracks  wide  and  head  house  plaza 
located  at  the  intersection  of  Genesee  and  West  streets. 

With  the  exception  of  Leavenworth  and  Plum  streets  the  plan  has  been  well  worked  out  at  the 
westerly  end  to  avoid  mutilating  the  street  plans.  Leavenworth  avenue  would  be  raised  10  feet  and  Plum 
street  6  feet,  both  requiring  ramps.  Van  Rensselaer  street  is  not  carried  through  as  it  is  at  present  cut 
off  by  the  West  Shore  railroad.  The  alignment  permits  of  a  station  of  good  proportions.  On  the  east 
end,  how'ever,  the  descending  grade  introduces  undesirable  humps  in  Burnet  avenue  (5  feet)  and  Teall 
avenue  (9  feet).  It  appears  that  by  starting  the  grade  further  east,  this  distortion  of  streets  could  be 


REPORT  OF  BION  J.  ARNOLD 


83 


largely  avoided,  also  the  closing  of  Canal  street.  If  it  shonld  he  decided  to  carry  'I'eall  avenue  acrf)SS 
the  easterly  valley  on  a  viaduct  to  connect  with  Colninhns  avenue,  the  enforced  elevation  at  the  New 
York  Central  crossing  woidd  then  he  of  no  moment. 

Conclusions:  While  the  physical  alignment  and  grade  and  station  location  represent  much  improve¬ 
ment  over  the  detour  plans  ])revionsly  discussed,  this  plan  is  discarded  principally  on  the  score  of  the 
length  of  the  tunnel  encountered.  If  electrification  of  main  lines  were  imminent,  this  ohjection  would 


Belt  R.  R.,  Chicago.  Boulevard  Crossing. 


disappear.  But  in  view  of  the  experience  of  the  New  York  Central  elsewhere  with  tunnel  operation,  it 
tvould  not  consistently  propose  for  Syracuse  a  tunnel  nearly  one  mile  long  with  a  two  per  cent,  grade  on 
a  curve  therein  without  electrification. 

Plan  L  —  Modified  Southerly  Alignment 

It  here  is  proposed  to  utilize  the  West  Shore  right  of  way  westerly  as  far  as  Lodi  street,  descending 
to  an  underpass  at  Burnet  avenue  and  a  portal  at  Green  street,  thence  by  a  tunnel  2,900  feet  in  length 
to  a  depressed  through  type  of  station  in  practically  the  same  location  as  in  plan  K  (also  “Scheme  X”). 

Conclusions:  This  plan  is  discarded  for  practically  the  same  reasons  as  Scheme  K,  viz.,  the  curved 
tunnel.  Here  the  curve  is  about  four  degrees,  although  the  tunnel  is  considerably  shorter — 2,900  feet. 
A  straight  tunnel  is  not  permissible  in  this  general  alignment,  owing  to  the  contour  of  the  hills,  and  the 
resulting  mutilation  of  streets  by  a])jn-oaches  thereto.  In  this  j)lan  both  Teall  avenue  and  Lodi  street 
are  closed,  which  is  highly  undesirable  from  the  viewpoint  of  a  future  street  plan. 

Plan  L-1  —  Long  Tunnel  Plan 

Originally  a  long  tunnel  was  i)ro])osed,  extending  between  portals  from  Dillaye  avenue  near  the 
eastern  city  limits  to  the  above  described  western  portal  at  North  .State  street.  'Phis  tunnel  avoided 
entirely  the  central  valley.  But  however  desirable  tbe  alignment,  it  cannot  be  considered  seriously  on 
account  of  its  length,  8,900  feet,  and  the  existence  of  a  long  one  degree  curve  therein.  'Phis  |)lan.  how¬ 
ever,  is  less  destructive  of  existing  or  projiosed  streets  than  any  of  the  other  tunnel  i)lans. 


84 


REPORT  OF  BION  J.  ARNOLD 


Plan  M  —  Three  Tunnel  Plan 

A  further  nioditied  tunnel  ])l:iu  was  proposed  by  former  Mayor  Will  in  the  eft'ort  to  avoid  the 
ol)jectional)le  curves  in  the  tunnel,  and  virtually  shorten  the  same  to  a  safe  extent  by  making  use  of 
the  lateral  valleys  to  introduce  oi)en  cuts  for  light  and  air.  'I'his  three  tunnel  plan  totals  5,050  feet  of 
tunneling,  with  the  longest  section  2,900  feet,  which  is  jjractically  the  same  length  as  the  alternative 
alignment,  plan  L. 

Conclusions:  This  plan  is  rejected  for  the  same  reason  that  in  order  to  cut  the  tunnel  into  three  sec¬ 
tions  to  obtain  the  desired  light  and  air,  the  easterly  and  westerly  portals  strike  the  present  street  grade  at 
the  important  thoroughfares  of  Burnet  avenue  and  State  street,  also,  depressing  Salina  street  and  requir¬ 
ing  an  elevated  station  instead  of  the  depressed  station  with  head  house  at  (lenesee  and  West  streets. 
If  the  entire  right  of  way  were  sufficiently  depressed  to  go  under  Burnet  avenue  and  State  streets  with 
a  depressed  station,  the  tunnel  would  be  11,000  feet  long  aud  in  this  event  the  alignment  would  be  useless 
for  steam  operation. 


SECTION  16  — DEPRESSION  PLANS  S,  D  &  O 
Plan  S  —  D.,  L.  &  W.  Depressed  Route,  Present  Alignment  and  Station 

An  effort  was  made  to  develop  a  practicable  depressed  route  along  the  existing  (or  modified)  Dela¬ 
ware,  Lackawanna  &  Western  right  of  way  between  Standart  and  Geddes  streets.  South  and  west 
respectively  of  these  two  points  the  railroad  grade  rises — one  per  cent,  on  the  south  and  somewhat  less 
on  the  west, — in  order  to  cross  the  Erie  canal  bridge.  The  Delaware,  Lackawanna  &  Western  descends 
most  of  the  way  from  Binghamton,  for  20  miles  on  a  one  per  cent,  grade  into  Janiesville,  and  thence  by 
about  the  same  grade  into  Syracuse,  except  for  a  short  stretch  of  level  track  through  the  saddle  south 
of  the  city. 

The  city  section  of  the  line  is  already  depressed  nearly  37  feet  from  the  elevation  64.4  feet  at 
Standart  street  to  elevation  27.7  at  Dickerson  street.  The  line  then  rises  to  elevation  52.7  at  the  Erie 
canal  crossing.  To  depress  the  track  beneath  the  street  about  a  two  per  cent,  grade  would  be  required 
to  enable  the  line  to  pass  under  Grape  street  without  disturbing  the  roadway.  Even  with  this  heavy 
grade.  Orange  street  would  be  elevated  two  feet,  Burt  street  five  feet,  and  Sizer  street  would  be  cut  off 
altogether.  On  the  west,  after  the  railroad  has  ascended  to  cross  the  Erie  canal,  it  continues  practically 
on  a  level. 

The  principal  difficulty  occurs  at  the  crossing  with  Onondaga  creek  at  Jefferson  street.  This  creek  | 
is  subject  to  wide  fluctuations  in  level  during  the  freshets.  And  although  the  bank  has  been  lined,  the 
maximum  high  water  has  risen  to  an  elevation  of  23  feet  during  Alarch,  1910.  Ordinarily  mean  high  | 
water  rises  to  20  feet  elevation.  On  account  of  these  freshets  the  present  under  clearance  of  the  Jefferson  j 

street  bridge  is  none  too  great.  | 

I 

To  depress  the  Delaware,  Lackawanna  &  Western  right  of  way  through  the  city  would  thus  bring  ' 
the  rail  level  beneath  normal  water  level  in  the  creek.  IMoreover,  the  city’s  main  intercepting  sewers  . 
parallel  this  creek  and  w'ould  be  intercepted  by  the  railroad  depression.  The  only  practical  method  of  I 
avoiding  this  hydraulic  problem  would  be  to  siphon  both  the  Onondaga  creek  and  the  intercepting  , 
sewers,  which  would  call  for  a  large  reinforced  concrete  structure  in  which  the  waterway  would  be  de-  ' 
pressed  perhaps  as  much  as  12  feet.  ■ 

I 

The  station  structures  and  yards  in  this  plan  would  presumably  continue  to  be  located  on  the  Armory 
site.  No  difficulties  would  be  involved  as  far  as  the  passenger  station  is  concerned,  but  if  the  freight 
station  were  retained  in  the  present  position,  a  surface  track  lead  from  Fayette  Street  would  have  to  be  main¬ 
tained  on  the  present  alignment  or  else  the  entire  site  would  have  to  be  excavated  for  a  depressed  station  , 


REPORT  OF  BION  J.  ARNOLD 


85 


to  and  from  which  freight  would  be  handled  by  elevators  or  by  inclined  trucking  ramps.  Either  means 
would  be  more  desirable  for  outbound  than  for  inbound  houses  as  the  operations  would  be  greatly  assisted 
by  gravity. 

Conclusions:  This  depressed  ])lan  is  discarded  as  im])racticable  not  only  on  account  of  the  con¬ 
struction  difficulties  brought  about  by  crossing  Onondaga  Creek,  but  also  by  the  inadajjtability  of  the 
present  alignment  for  such  depression.  To  siphon  such  a  constricted  waterway  as  the  creek  would  involve 
serious  danger  of  stoppage  by  debris  carried  down  with  the  surface  water.  Such  a  depressed  yard  adjacent 
to  Onondaga  Creek  would  also  involve  drainage  difficulties. 

An  alternative  alignment  across  the  southern  valley  is  also  impracticable  because  of  the  high  eleva¬ 
tion  at  which  the  Delaware,  Lackawanna  &  Western  railroad  approaches  Syracuse  from  the  south.  'Ikj 
be  sure  the  line  could  be  continued  northerly  around  the  base  of  University  Mill  to  intersect  the  Canal  bed 
route  beneath  street  grade.  However,  this  would  introduce  an  objectionable  curve  beneath  Water  street 
and  in  any  event  would  only  provide  for  passenger  traffic,  the  freight  situation  still  remaining  unsolved. 
From  all  view  points,  Delaware,  Lackawanna  &  Western  depression  seems  impracticable. 


PLANS  D.  AND  O.  CANAL  LOCATION— STATION  BETWEEN  ORANGE  AND  ALMOND 

STREETS. 

These  plans  are  virtually  identical  except  as  to  details  of  station  layouts.  Commencing  at  the  east¬ 
erly  end,  the  New  York  Central  tracks  would  be  diverted  from  the  present  alignment  by  a  one  degree  curve, 
crossing  beneath  the  Chenango  Branch  industrial  track  in  Canal  street  into  the  bed  of  the  Canal  at  Beech 
street,  thence  following  more  or  less  accurately  the  present  alignment  of  the  canals  to  the  western  and 
northerly  city  limits.  This  plan  contemi)lates  six  tracks,  two  for  the  Chenango  Branch,  two  New  York 
Central  express,  and  two  local  (“  future  ”)  all  with  13  feet  centers.  On  the  west  two  tracks  would  be 
allotted  to  the  Auburn  Branch,  and  on  the  north,  two  tracks  to  the  Rome,  Watertown  &  Ogdensburg,  the 
remaining  two  tracks  in  the  Oswego  canal  bed  being  devoted  to  switching  leads  from  the  station,  the 
latter  leaving  the  Erie  canal  bed  on  a  10  degree  curve.  Any  attempt  to  ease  this  curve  would  involve 
destruction  as  in  “  Scheme  X  ”  of  the  existing  buildings  occupied  by  the  Saul,  Pierce,  Butler  &  Pierce  and 
the  Syracuse  Heat  and  Power  Companies. 

The  passenger  station  is  developed  as  a  single  berth  through  type  station  along  this  depressed  right 
of  way  with  overhead  concourse  and  head  house  facing  East  Water  street.  In  Plan  O,  which  is  devclo])ed 
in  considerable  detail,  the  head  house  is  located  between  Orange  and  Almond  streets.  In  Plan  D  it 
centers  on  Grape  street  at  the  west  end  of  the  station  yard  platforms.  This  development  shows  14  tracks 
with  platforms  from  600  to  1,800  feet  in  length  and  four  additional  service  tracks. 

This  development  requires  the  entire  space  between  the  southerly  edge  of  the  Canal  property  to  the 
northerly  edge  of  the  West  Shore  property.  A  depressed  coach  yard  of  130  cars  capacity  is  developed  on 
the  West  Shore  property,  between  Crouse  and  Catherine  streets.  1'he  remainder  of  the  existing  Canal 
street  freight  yard  is  to  be  disconnected  but  presumably  used  for  an  h'ast  Side  freight  terminal  facing 
Crouse  avenue  at  street  level.  About  one  block  of  new  i)ro])ertv  would  be  recpiired  to  accommodate  the 
depressed  station  ladder  tracks  and  yard. 

Conclusions:  'I'his  plan  is  rejected  principally  on  account  of  the  location  of  station.  'I'here  is  no 
doubt  that  this  easterly  station  location  was  chosen  in  order  to  facilitate  the  Rome,  Watertown  N  ( )gdens- 
burg  entrance  from  the  west.  However,  it  is  cpiestionable  whether  a  10  degree  curve  for  main  line  or 
switching  lead  in  a  depressed  cut  and  this  curve  commencing  at  the  throat  of  the  station  yard  would  be 
i?ood  ])olicy.  The  site  permits  of  some  lateral  expansion,  but  owing  to  the  otherwise  cramped  location 
and  to  the  available  area  being  all  on  one  side  of  the  canal  right  of  way,  the  proportions  of  the  station  are 
not  as  desirable  as  could  be  obtained  with  a  more  symmetrical  lay-out.  'Phis,  however,  is  an  imprt)ve- 


86 


REPORT  OF  BION  J.  ARNOLD 


incnt  on  the  West  Shore  hhevated  Flan  C  in  that  long  through  trains  may  be  accommodated  nearest  the 
head-house.  Neither  engine  nor  coach  yards  should  be  permitted  in  this  section  of  the  city  so  close  to  the 
residential  and  retail  area. 

It  ai)])ears  from  the  plans  that,  north  of  Salina  and  west  of  Geddes  streets,  a  considerable  departure 
would  be  made  from  the  actual  canal  l)ed  to  secure  a  reasonable  railroad  alignment.  While  this  is  compara¬ 
tively  simple  as  regards  cut  and  till,  a  considerable  amount  of  property  condemnation  and  re-arrangement 
would  be  necessary  so  that  the  advantages  of  the  canal  bed  location  beyond  these  points  for  railroad  loca¬ 
tion  are  rather  questionable,  which  suggests  other  uses  to  which  it  is  better  suited.  It  is  also  questionable 
whether  six  tracks  are  necessary  for  accommodating  the  New  York  Central  lines  alone  unless  it  is  expected 
that  the  Delaware,  Lackawanna  &  Western  shall  also  use  this  station.  Where  such  expensive  construc¬ 
tion  is  involved  the  Delaware,  Lackawanna  &  WYstern  facilities  should  not  be  lost  sight  of  in  any  union 
station  program. 

The  plans  show  an  additional  embankment  and  over-pass  to  be  constructed  just  east  of  the  city 
limits  for  an  industrial  connection  between  the  West  Shore  east  side  yard  and  the  existing  industrial 
track  service  in  East  Washington  street.  Canal  street  and  the  vicinity  of  widewater  at  Teall  avenue.  It 
would  appear  that  all  service  in  Canal  street  would  have  to  be  abandoned  in  this  plan,  and  that  industrial 
service  at  Washington  street  is  of  so  limited  a  character  as  hardly  to  warrant  the  construction  so  close 
to  the  city  of  an  additional  industrial  over-pass.  Instead,  some  other  connection  should  be  devised  nearer 
the  East  Syracuse  yards,  e.  g.,  at  the  contact  of  the  two  roads  at  Kirkville. 

The  plan  also  contemplates  the  use  of  the  Washington  street  tracks  by  the  Oneida  third  rail  cars, 
and  a  connection  is  shown  iiear  Thompson’s  road  from  the  West  Shore  elevation  to  the  New  York  Central 
grade.  These  electric  cars  would  then  take  the  southerly  of  the  main  line  tracks  into  Washington  street. 
If  this  connection  is  made,  the  industrial  territory  at  W-ndewater  may  be  reached  directly  from  the  West 
Shore  and  Chenango  Branch,  and  by  switch  tracks  from  the  Dewitt  yards  without  the  necessity  of  an  over¬ 
pass.  Electric  express  service,  in  any  case,  would  be  handled  at  a  city  station  as  at  present,  not  at  the 
east  side  freight  yard.  Such  unnecessary  physical  obstructions  across  the  valley  should  be  discouraged  to 
the  greatest  possible  extent. 


SECTION  17— COMBINED  ELEVATED— DEPRESSED  PLANS. 

Plan  E.  Continuous  Station  Plan.  Canal  Location.  Station  at  Niagara  Street. 

'I'his  jjlan  re])resents  an  attempt  to  develop  an  all  canal  route  in  which  the  station  proper  and 
station  yards  are  removed  from  the  central  part  of  the  city  and  relocated  within  present  railroad  area,  but  ' 
more  accessible  than  the  previous  locations  proposed  for  other  parts  of  the  salt  flats.  This  also  represents 
the  first  plan  in  which  co-operation  of  the  railroads  in  a  union  station  project  is  assumed  to  be  impractic¬ 
able.  Therefore,  two  independent  passenger  stations  have  been  provided  in  practically  the  same  location,  • 
Niagara  street,  on  opposite  side  of  Washington  street,  projected  into  the  present  railroad  area.  ’ 

It  would  seem  that  the  primary  function  of  such  a  contiguous  plan  would  be  to  provide  the  maxi¬ 
mum  ])assenger  and  baggage  transfer  facilities  between  stations.  However,  in  view  of  the  fact  that  the 
New  York  Central  as  well  as  the  Delaware,  Lackawanna  &  Western  operates  passenger  service  from  Syra¬ 
cuse  to  Oswego  and  Fulton,  there  would  be  comparatively  little  necessity  for  transferring  between  these 
lines  except  from  the  New  York  Central  main  line  southwest  toward  Binghamton  and  for  the  few  Dela-  , 
ware,  Lackawanna  &  W'estern  points  northwest  of  Syracuse  not  reached  by  the  New  York  Central  lines, 
and  vice  versa.  This  function  of  the  contiguous  plan,  therefore,  would  appear  to  be  of  rather  secondary  i 
importance. 

However,  a  matter  of  more  importance  is  the  concentration  of  railroad  facilities  of  like  character; 
within  a  territory  which  would  be  least  affected  bv  railroad  operations  and  still  provide  reasonable  facility  ' 


REPORT  OF  BION  J.  ARNOLD 


87 


of  access  to  the  adjacent  business  center  —  in  this  case  a  distance  of  about  3,600  or  4,000  feet.  study  of 
this  plan  indicates  that  practically  the  entire  territory  from  West  h'ayette  street  to  the  iu>rthern  limits 
of  the  canal  strip  are  recpiired  for  the  new  Washington  street  extension,  for  the  Delaware,  Lackawanna  & 
Western  elevated  station  and  for  the  New  York  Central  de])ressed  station,  the  platforms  of  which  extend 
from  West  to  \'an  Rensselaer  streets,  varying  from  540  to  1,800  feet  in  length.  'I'his  improvement,  of 
course,  will  displace  both  New  York  Central  and  Delaware,  Lackawanna  (!t  Western  freight  houses  and 
team  tracks,  the  present  coach  yards,  also  practically  the  entire  New  York  Central  storage  yards  for  the 
reason  that  the  remaining  tracks  would  he  so  short  as  to  he  useless  f<n'  handling  hjng  cuts  (jf  cars.  'I  he 


C.  M.  &  St.  P.  Railroad.  Humboldt  Boulevard,  Chicago. 


lay-out  would  not  disturb  the  existing  New  York  Central  roundhouse  and  shops  and  re])air  yards  between 
Oswego  and  Geddes  streets.  These  are,  however,  soon  to  he  removed.  The  industrial  track  connection 
into  Tracy  street  would  have  to  he  abandoned. 

Where  to  locate  the  ecjuivalent  city  freight  facilities  thus  becomes  a  (juestion  contingent  uj)on  this 
lay-out.  To  answer  this  cpiestion  satisfactorily,  the  ])resent  method  of  operation  of  the  entire  freight  system 
of  the  Syracuse  district  recpiires  analysis,  which  is  submitted  elsewhere  in  this  report.  It  is  sufficient  to 
say  here  that  city  ordinances  recpiire  the  Fayette  street  yards  to  be  operated  as  stub  end  yards,  i.  e.,  that 
both  east  and  west  bound  freight  should  pull  out  west  not  east  through  Washington  street.  While  some 
concession  is  now  made  in  favor  of  a  daily  scheduled  fast  freight  service  to  New  York,  (which  is  allowed 
to  ])ass  through  Washington  street),  it  is  (|uestionable  how  long  this  will  continue,  lienee  the  ])roper 
location  of  a  city  freight  yard  located  on  the  west  side  and  having  all  the  advantages  of  the  ])resent  yard 
recjuires  only  accessibility  and  a  proper  entrance  from  the  west. 

P'or  city  freight  ])urposes  only,  it  is  probable  that  a  suitable  yard  could  l)e  developed  between  \'an 
Rensselaer  and  Liberty  streets.  I  lowever,  the  grade  S':“paration  ])roblem  at  Geddes  street  prohibits  such  a 
yard  which  would  necessarily  be  upon  the  surface,  for  the  New  York  Central  main  line  and  passenger 
station  would  be  dei)ressed,  and  the  Delaware,  r.,ack:iwanna  &  Western  main  line  elevated  as  far  as 
Geddes  street.  This  would  mean  three  levels  pre-empted  for  railroad  operation,  which  would  make  it 
imposible  to  carry  (>eddes  street  either  over  or  und ‘r  the  stirface.  It  is  clear  that  the  contiguous  station 
location  practically  requires  that  the  entire  New  York  Central  freight  facilities  of  the  h'ayette  yards  shall 
be  removed  to  some  other  location,  unless  the  Delaware,  Lackawanna  tSv  Western  tracks  descend  to  the 


88 


REPORT  OF  BION  J.  ARNOLD 


surface  at  Geddes  so  as  to  permit  this  street  being  carried  over  both  Delaware,  Lackawanna  &  Western 
and  New  York  Central  yard  tracks,  in  which  case  the  New  York  Central  surface  vard  could  be  developed 
with  western  entrance  at  street  grade.  ' 

An  alternative  west  side  city  freight  yard  has  been  suggested  along  the  West  Shore  right  of  way 
north  of  Leiden  avenue.  While  the  present  restricted  development  in  this  territorv  permits  of  such  a 

r  ’  u nianufacturies  south  of  FayeLe  street,  which  are 

rom  3,000  to  4,000  feet  distant,  or  to  the  contiguous  properties  already  developed  on  the  salt  flats  for 
the  reason  that  the  yard  would  be  upon  highlands  and  require  heavy  trucking  grades  for  out-bound  loads. 

Another  location  is  also  proposed  for  substitute  freight  yards  for  classifiaction  and  storage  onlv  in 
the  oval  space  west  of  Harbor  Brook  between  the  West  Shore  and  New  York  Central  rights  of  wav  This 
yard  is  to  be  divided  into  two  parts,  west-bound  and  east-bound,  the  former  receiving  from  the  city  yards 
and  de  ivering  to  the  mam  line  tracks  west,  the  latter  receiving  from  the  west  and  connecting  through 
with  the  Syracuse  Junction  Belt  and  also  with  the  city  freight  leads.  Thus,  east-bound  freight  could 
)e  e  ivered  to  Dewitt  yards,  via  the  Junction  Belt  with  but  one  reverse  movement,  and  inbound  citv  freight 
after  break-up  could  be  delivered  by  direct  movement. 

Conclusions:  This  contiguous  station  plan  as  shown  is  discarded  as  it  is  based  upon  a  policv  of 
arbitrary  non-cooperation  in  union  station  facilities  aid  is  uneconomical  in  its  street  development.  The 

contiguous  feature  apjiears  to  be  of  little  relative  importance  except  to  centralize  all  passeno-er  station 
facilities  to  a  large  degree. 

However,  the  Niagara  street  location  has  possibilities  if  it  can  be  developed  without  displacing 
entirely  the  necessary  facilities  for  city  freight  for  which,  all  things  being  considered,  the  present  area 

seems  best  adapted. 

A  very  desirable  new  artery  of  travel  to  the  westward— Washington  street— is  provided.  However 
the  remaining  strip  between  the  new  Washington  street  and  Fayette  street  is  used  to  poor  advantac^e  The 
two  streets  could  be  consolidated  to  better  advantage  by  widening  Favette  street  for  the  purpose  of  trafflc 
and  transit,  also  consolidating  the  railroad  facilities.  To  be  sure,  industrial  spurs  would  cross  this  widened 
thoroughfare  at  some  points,  though  this  need  not  be  serious.  But  with  the  additional  area  between  the 
canal_  and  Tracy  street,  a  much  more  compact  station  Layout  could  be  developed,  thus  rendering  available 
additional  facilities  for  city  freight  as  required. 

1  he  plan  is  commeiKhable  in  opening  the  two  North-South  street  connections  jicross  this  railroad 
L-act  which  IS  now  3,300  feet  in  length  without  any  street  crossing  between  West  and  Geddes  streets. 

lese  are  Leavenworth-Niagara  and  Van  Rensselaer-Oswego  streets,  both  of  normal  grade  Geddes  -street 
grade  sejiaration  is  of  course  contemplated. 


PLAN  F.— TWO-LEVEL  UNION  STATION  PLAN,  FAYETTE  AND  NIAGARA  STREETS. 

Consideration  of  “  Contiguous  Station  ”  Plan  K  with  separate  stations  located  on  opposite  sides  of 
Wcashington  street  (extended)  now  suggests  a  modification  of  the  “contiguous”  scheme  embodvin-  the 
union  station  idea,  in  which  both  New  York  Central  and  Delaware,  Lackawanna  &  Western  'facTlities 
could  be  maintained  independently  without  excessive  disturbance  of  the  Fayette  yard  areas.  The  canal  bed 
v.ould  be  occupied  by  New  York  Central  tracks  as  far  west  as  necessary  to  effect  an  efficient  reoro-aniza- 
tion  of  the  yards.  The  Delaware,  Lackawanna  &  Western  main  line  would  be  elevated  through  the  station 
as  far  west  as  Geddes  street,  thence  descending  to  the  jiresent  surface.  This  would  provide  a  two-level 
tiiough-type  station  with  a  single  head  house  and  an  intermediate  concourse  at  street  level  servino-  Dela 
ware,  Lackawanna  &  Western  tracks  above  and  New  York  Central  below. 

1  his  i)lan  would  displace  both  the  Franklin  street  terminal  of  the  New  V'ork  Central  and  the  Vrmorv 
station  of  the  Delaware,  Lackawanna  &  Western.  But  the  Fayette  street  yard  property  of  both  companies 


REPORT  OF  BION  J.  ARNOLD 


89 


is  used  to  much  greater  advantage  than  in  the  Plan  E  hy  omitting  the  extension  of  Washington  street  and 
widening  Fayette  street  sufficiently  to  ])rovide  an  artery  of  necessary  width  t(j  accommodate  both  surface 
and  internrbaii  traffic,  vehicles  and  cars.  About  donl)le  tlie  passenger  statical  facilities  of  the  jiresent  New 
York  Central  station  are  provided,  with  opjiortnnity  for  future  expansion  both  as  to  number  of  tracks  and 
length  of  platforms.  Mail,  exjiress  and  baggage  facilities  could  be  provided  along  Fayette,  West  and  Tracy 
street  frontage.  Coach  yards  may  be  located  well  in  the  rear,  and  on  the  surface,  reached  by  an  ascending 
lead  track  from  the  main  line  station  deiiression.  The  street  plan  is  improved,  Ceddes  street  passing 
through  at  street  level,  also  Feavenworth-Niagara  and  \hin  Rensselaer-Oswego  streets,  these  last  named 
new  streets  providing  excellent  connections  for  passenger  vehicles  directly  to  the  (kmesee  highway  to  the 
west,  thus  avoiding  the  industrial  district  entirely. 


C.  M.  &  St.  P.  Railroad,  Chicago.  Ridge  Ave. 


As  jirevionsly  noted,  the  possible  main  line  development  in  this  ])lan  or  any  other  using  the  canal 
bed  through  Clinton  Scpiare  is  limited  to  four  or  five  tracks  depending  upon  the  type  of  bridge  used.  P>nt, 
even  should  the  city  insist  cm  flush  or  deck  bridges,  it  is  entirely  practicable  for  the  main  line  to  be  built 
with  five  tracks  throughout  except  between  Warren  and  Franklin  streets  where  four  tracks  could  be  used 
without  great  disadvantage. 

Another  objection,  however,  arises  here  which  would  not  be  serious  if  the  tracks  were  electrified  — 
the  question  of  civic  ])olicy  ])ermitting  steam  railroad  operation  in  open  cut  through  the  civic  center  of  the 
city,  i.  e.,  whether  the  tracks  must  be  covered.  'I'he  decision  on  this  point  relative  to  covering  the  track 
must  remain  with  the  city  authorities.  Hence  this  Plan  F  necessarily  becomes  a  tentative  one  or  alternate. 
It  is  inconceivable  that  covering  would  not  be  re(|nired  through  Clinton  Scpiare,  also  between  Warren  and 
Salina  streets,  and  owing  to  the  new  Postoffice  location  between  Clinton  and  I'ranklin  streets  also  —  a 
total  distance  of  1,300  feet,  or  three  blocks,  hh'om  a  r.iilroad  viewjioint  this  would  not  be  desirable;  in  fact, 
concurrence  in  such  a  plan  already  has  been  refused.  Put  the  covering  structures  could  be  designed  by 
lowering  the  track  grade  to  20  or  21  feet  beneath  the  street  surface  if  the  surface  were  to  be  parked,  or 
])erhaps  23  feet  if  designed  to  carry  traffic.  However,  good  ventilation  of  the  subway  would  practically 
dictate  a  central  o])ening  or  louvre  in  Clinton  Scpiare  which  could  be  shielded  by  dense  shrubbery  to 
lessen  the  nuisance. 


90 


REPORT  OF  BION  J.  ARNOLD 


A  physical  problem  involved  is  in  the  crossing  of  Onondaga  Creek.  During  freshets  it  is  ex]:,ected  ] 
that  high  water  may  reach  the  level  of  14.5  feet  above  city  datum.  Ivxisting  bridges  are  at  the  elevation  j 
of  about  41.5  feet.  The  net  difference,  27.0  feet  provides  so  little  n^om  for  both  street  and  track  floors  | 
as  to  practically  necessitate  a  hump  in  the  track  over'  Onondaga  creek  between  Franklin  and  West  1 
streets,  if  any  attempts  were  made  in  this  imjmovement  to  lower  the  bridges  to  street  grade.  j 

Conclusions:  4'his  project  is  not  im])racticable.  The  question  of  civic  jjolicy  alone  controls.  'I'he  ' 
station  rearrangement  has  many  advantages  over  any  i)resented,  but  the  j^assage  through  the  public  center  1 
is  highly  undesirable  if  avoidable.  Contingent  upon  its  adoption  should  be  the  release  by  the  West  Shore 
railroad  of  its  main  line  from  Townsend  to  Franklin  streets  and  the  recession  of  its  east  side  storage  yards 
to  Beech  street  with  the  least  possible  trackage  remaining  for  horse  and  team  track  service.  Without 
such  concession  the  plan  should  be  rejected  at  once,  otherwise  retained  as  a  possible  alternative. 


REPORT  OF  BION  J.  ARNOLD 


91 


APPENDIX 


NOTES  ON  TRACK  ELEVATION  IN  OTHER  CITIES. 

Chicago:  Special  legislation  was  unnecessary  to  enable  Chicago  to  require  the  railroads  to  elevate 
their  tracks.  The  only  authority  was  the  police  })ower  under  city  charter  to  protect  the  life,  health  and 
general  welfare  of  its  citizens.  The  track  elevation  policy  originated  with  the  Illinois  Central  railroad  from 
dire  necessity,  i.  e.,  the  World’s  Fair  traffic.  Uj)  to  that  time  the  viaduct  i)olicy  had  been  followed  but  had 
become  increasingly  unpopular  due  to  the  long  aj)proaches  and  the  de])reciation  of  abutting  property. 

'I'he  original  track  elevation  ordinance  was  too  comprehensive  and  the  railroads  declined  to  enter  into 
the  wholesale  scheme  of  construction  required,  which  only  allowed  six  years  for  completion  of  the  work. 
Later  the  plan  followed  was  to  adopt  certain  zones  of  varying  traffic  density  and  to  treat  each  zone  sepa- 
ratelv,  also  when  necessary  to  further  subdivide  each  zone  into  elements  of  reasonable  length.  Thus  the 
citv  policy  clearly  adjusted  itself  to  the  urgency  of  the  work. 

d'he  character  of  the  elevation  work  in  Chicago  varies  entirely  with  the  road  doing  the  work,  each 
apparently  having  its  own  standards  both  as  to  foundations  and  superstructures.  In  the  early  work  cut 
stone  and  rubble  masonry  were  generally  used,  but  today  concrete  is  used  exclusively,  usually  reinh.rced. 
Due  to  the  poor  foundation  soil  in  Chicago,  caissons  are  frequently  used  for  column  foundations.  Percola¬ 
tion  of  water  through  the  walls  and  abutments  is  prevented  by  a  coat  of  asjihalt  or  pitch  and  the  use  cjf 
longitudinal  drainage  tiles.  'I'he  most  advanced  methods  of  construction  are  used,  ])ractically  all  of  the 
work  being  performed  by  machinery,  even  when  the  subways  are  constructed  under  traffic. 

'I'he  general  j)olicy  is  to  insist  upon  a  net  head  room  or  clearance  overhead  of  1,^  ft.  6  in.  at  street 
crossings.  'I'hese  over-passes  usually  occur  at  intervals  of  about  eight  ])er  mile  on  the  average.  Prior 
to  the  establishment  of  the  traction  ordinances  of  1937  in  Chicago  the  mistake  was  made  of  building  some 
of  these  over-passes  with  only  12  feet  6  inches  clearance.  Owing  to  the  Hat  nature  of  Chicago  topograj)hy, 
it  is  now  a  very  difficult  matter  to  increase  the  head  room  without  raising  the  railroad  right  of  way 
throughout.  ^ 

In  some  cases  two  or  more  railroads  having  adjacent  rights  of  way  or  otherwise  concerned  in  the 
same  work  have  operated  jointly  in  the  elevation  and  the  construction  of  over-passes. 

'I'he  various  types  of  construction  described  herein  are  ty])ical  of  those  to  be  found  throughout  the 

city. 

C.  M.  &  St.  P.  Evanston  Division:  'I'his  elevation  extends  from  about  Wilson  avenue,  an  im|)ortant 
sub-center  five  miles  distant  from  the  city  of  Itvanston,  the  large  suburb  of  the  north.  'Phis  right  of  way 
was  some  years  ago  abandoned  for  steam  passenger  service  and  turned  over  to  the  Northwestern  h'levated 
railway  for  electric  service  along  the  north  lake  shore  of  Chicago.  However,  gauntlet  tracks  had  to  be 
laid  to  enable  freight  service  to  be  carried  around  the  passenger  platforms  during  the  night. 

'I'he  elevation  work  was  carried  ont  under  traffic  using  a  tcm])orary  right  of  way  for  this  purpose. 
It  has  reinforced  concrete  retaining  walls,  waterproofed  inside,  between  which  the  temporary  ])iled  struc¬ 
tures  were  built  to  carry  the  construction  trains.  Later  the  S])ace  between  walls  was  lilled  in  for  the 
permanent  right  of  way.  Reinforced  concrete  bridges  of  three  or  more  spans  are  used  over  the  important 
street  intersections.  'Phis  elevation  runs  through  for  many  miles  the  most  choice  residential  section  of 
Chicago,  north  end,  but  it  is  cpiite  a])parent  that  the  solid  fdl  construction  is  entirely  unsuited  to  such  a 
district  owing  to  the  erection  of  a  so-called  “Chinese  Wall  ”  through  what  would  otherwise  be  a  homo¬ 
geneous  residence  district.  Open  concrete  arch  construction  with  ballasted  road  bed  would  |)robablv  not 
have  had  this  effect. 


92 


REPORT  OF  BION  J.  ARNOLD 


Chicago  &  Northwestern  Elevation,  Evanctc  n  Division:  This  is  of  the  combination  type,  with  I 
part  elevation  and  part  street  depression  at  the  crossings.  Alultiple  span  reinforced  concrete  bridges  of  , 
substantial  construction  are  used.  The  Northwestern  elevation  is  the  first  in  which  some  adornment  was  ' 
attempted  with  concrete  construction.  An  unusually  useful  feature  of  this  elevation  is  the  parallel  traffic 
roadways  provided  by  agreement  with  the  city  and  company  along  the  right  of  way  in  many  cases  on  both  1 
sides  of  the  embankment.  This  provides  a  very  necessary  highway  for  vehicles  along  a  strip  of  land  ' 
which  would  not  in  any  event  be  very  heavily  depreciated  by  the  railroad  structure.  The  plan  of  splitting 
the  giade  between  track  and  street  elevation  makes  possible  in  many  cases  a  considerable  lower  embank-  I 
ment  and  consequently  reduces  its  unsightly  character. 

Chicago  &  Northwestern  Elevation  Downtown  Terminal :  The  new  Northwestern  terminal  in  Chicago 
and  Its  approaches  were  constructed  about  five  or  six  years  ago  and  the  elevation  represents  a  type  of 
construction  that,  although  having  much  adornment,  probably  will  never  again  be  jiermitted  in  the  center 
of  the  city,  owing  to  the  artificial  barrier  which  is  interposed  against  logical  business  development  and 
expansion  outward  from  the  business  center  due  to  this  “  Chinese  Wall.”  It  is  safe  to  say  that  all  future 
plans  for  terminal  stations  within  central  Chicago  will  be  required  to  depress  as  in  the  case  of  the  Penn- 
syh  ania  Union  Station  now  under  construction  and  the  Illinois  Central  Station  under  consideration. 

Chicago  Elevated  Railways  Crossing  Over  Boulevards:  At  certain  boulevard  crossings  the  elevated 
railways  have  attempted  considerable  adornment  and  produced  an  attractive  steel  structure.  However,  no 
attempt  has  been  made  for  the  reduction  of  noise  by  ballasting  or  encasing  the  steel  beams  in  concrete 

Belt  Railroad  Elevation  at  Western  Boulevard:  This  diagonal  crossing  accommodates  two  individual 
rights  of  way,  the  two  elevated  structures  being  separated  by  a  certain  amount  of  space  for  light  and  air. 
The  total  width  of  the  under-pass  along  the  street  is  ninety  feet  and  while  the  structure  is  excellent  from 
the  standpoint  of  utility,  it  is  about  as  ugly  a  structure  as  could  be  designed  for  a  boulevard  crossing. 
This  IS  illustrative  of  railroad  design  where  no  restraints  are  imposed  by  public  opinion  and  ideals. 

Rock  Island  Crossing  Over  Boulevards:  A  lietter  type  is  illustrated  by  the  55th  street  crossing 
of  the  Rock  Island  railroad,  where  two  cantilever  spans  are  employed  with  ballasting  and  architectural 
efifects. 

Grand  Crossing,  Chicago:  This  very  extensive  undertaking  involves  a  three-level  structure  with  two 
main  lines  crossing  two  other  main  lines  and  a  street  under-pass  at  the  bottom.  As  the  upper  railroad 
grade  is  two  levels  above  the  normal  street  surface,  the  great  amount  of  embankment  required  constitutes 
an  obstruction  which  hopelessly  depreciates  surrounding  territory.  It  is  this  aspect  of  track  elevation 
which  should  never  be  lost  sight  of  in  considering  the  future  of  a  city.  Should  it  occur  in  a  low-lying 
district  where  land  values  can  never  be  of  use  for  anything  but  manufacturing,  the  objections  are  not  so 
serious,  but  when  such  an  obstruction  is  resorted  to  in  a  residence  district  it  becomes  serious  indeed. 

Sixteenth  Street  Crossing:  This  is  the  most  complicated  situation  in  Chicago  and  probably  in  the 

country,  where  the  rights  of  ways  of  a  dozen  railroads  converge  and  the  street  is  carried  first  over  and 

then  under  in  the  form  of  a  figure  S.  Even  now  the  Illinois  Central  western  line  crosses  the  Lake  Shore 

and  Rock  Island  lines  at  grade  on  the  upper  level,  while  certain  roads  on  the  lower  level  are  obliged  to 

negotiate  o  four  per  cent,  grade  on  a  curve  at  the  entrance  to  the  terminal  vards,  usuallv  requiring  a^’flvino- 
start.  '  -  1  b  ,  t. 

This  is  the  best  example  in  Chicago  of  the  natural  outcome  of  railroad  competition  and  the  failure 
of  the  railroads  to  co-operate  and  co-ordinate  their  systems  so  as  to  secure  maximum  operating  efficiency. 
This  complication  at  16th  street  is  directly  due  to  the  multiplicity  of  terminals  in  Chicago  and  the  failure 
of  the  railroads  to  unite  upon  two  or  more  common  terminals  for  union  stations  as  is  now  being  urged  upon 
them  by  the  Chicago  Plan  Commission,  the  Chicago  Terminal  Commission  and  various  other  bodies.  Certain 
roads  already  have  united,  such  as  the  Pennsylvania  group  (including  Burlington,  St.  Paul  and  Alton 
Roads),  the  Western  Indiana  group  and  the  Illinois  Central  group;  but  the  entire  terminal  svstem  is  still 
far  from  being  reasonably  efficient,  to  say  nothing  of  convenience  to  the  public. 


REPORT  OF  BION  J.  ARNOLD 


93 


NOTES  ON  TERMINAL  OPERATION  IN  OTHER  CITIES. 

Chicago:  The  years  of  intensive  thought  and  study  concentrated  u])on  the  terminal  problem  in 
Chicago  in  the  effort  to  unravel  the  tangle  of  railroads  in  the  downtown  district  and  secure  higher  effi¬ 
ciency  in  terminal  operation  has  recently  tended  toward  the  following  results:  Depression  not  elevation 
of  tracks  in  the  central  congested  district.  While  elevation  outside  is  still  the  most  ])racticable  plan,  owing 
to  the  very  great  distances  involved,  it  is  found  that  the  unsightliness  and  the  obstructive  nature  of  down¬ 
town  elevations,  especially  of  the  solid  filled  type,  is  in  general  opposed  as  a  city  policy.  This  is  evidenced 
by  the  latest  terminal  improvements,  those  of  the  Northwestern  and  Pennsylvania  railroads.  The  new 
Pennsylvania  Union  Station  now  under  construction  will  be  entirely  depressed  not  only  for  |)assenger  but 
freight  facilities  as  well,  the  latter  being  developed  on  the  two-story  plan  with  access  from  both  levels. 

Demand  for  a  Consolidation  of  Terminals:  At  present  there  are  five  terminals  in  oj)eration.  While 
there  was  a  strong  movement  in  favor  of  a  single  Union  Terminal,  this  view  seems  to  have  been  discarded 
for  a  two  or  three  station  arrangement;  one  grouj)  on  the  west  side  of  the  river  and  business  district,  the 
other  on  the  east  side.  In  fact,  agreements  have  been  reached  between  the  South  Park  Commission  and 
Illinois  Central  railroad  by  which  the  latter,  in  return  for  other  considerations  of  the  City  Plan,  are 
awarded  an  extensive  right  of  way  along  the  present  lake  front  sufficient  for  required  development,  all  of 
which  is  to  be  depressed  in  time  and  further  provisions  are  made  for  extensive  parks  and  lagoons  outside 
of  this  right  of  way. 

Rochester:  In  Rochester  the  situation  is  not  dissimilar  to  that  proposed  for  Syracuse  with  relation 
to  the  accommodation  of  the  entire  Delaware,  Lackawanna  &  Western  traffic  through  the  station  property. 
In  Rochester  there  are  two  through  main  line  freight  tracks  to  the  north  of  the  station  proper,  tracks  in 
addition  to  two  through  tracks  through  the  station  for  passenger  service,  or  emergency  freight.  Rut 
Syracuse  would  be  much  more  favorably  situated,  for  in  Rochester  all  of  the  New  York  Central  main  line 
passes  through  the  city  over  these  through  freight  tracks.  The  policy  of  track  elevation  followed  in 
Rochester  has  resulted  in  a  number  of  street  under-passes  or  subways  far  more  formidable  than  any  con¬ 
templated  in  the  Syracuse  plan.  In  fact,  two  principal  streets  pass  beneath  the  station  proper  through 
subways  as  much  as  120  feet  in  length  and  with  steep  grades  at  each  end. 

New  York  City:  An  extremely  interesting  development  of  the  New  York  Central  depression  into 
Grand  Central  Terminal  is  the  high  values  for  “air  rights  ”  over  the  depression  that  have  developed  since 
the  terminal  was  operated  by  electric  power.  The  advantage  taken  of  these  air  rights  has  been  a  surprise 
and  the  high  class  of  buildings  erected  stands  out  in  contrast  to  the  low  grade  and  highly  depreciated 
properties  usually  found  next  to  a  steam  railroad  right  of  way. 

Cincinnati:  Here  a  case  of  canal  abandonment  arose  similar  to  that  in  Syracuse  intensified  by  the 
necessity  of  securing  entrances  for  a  large  number  of  interurban  roads.  In  accordance  with  the  Arnold 
report,  the  city  of  Cincinnati  is  now  constructing  an  interurban  terminal  system,  using  the  old  canal  bed 
for  the  principal  station  yard  and  constructing  a  downtown  subway  loop  to  serve  as  an  extensive  terminal 
for  collecting  and  discharging  passengers  throughout  the  business  district.  It  is  assumed  that  these 
improved  terminal  facilities  will  greatly  improve  the  financial  position  of  the  interurbans  which  are  now 
greatly  handicapped  for  terminal  facilities  and  hence,  for  the  most  part,  a  financial  failure.  'I'he  Cincinnati 
precedent  would  seem  to  be  of  direct  application  to  the  problem  in  Syracuse. 


94 


REPORT  OF  BION  J.  ARNOLD 


A 

A  A 

R 

B1 

C 

D 

F, 

F 


G 


I 

J 

K 

L 

LI 


.M 

O 

P 

R 

S 

T 


Exhibits  Accompanying  the  Report 

TABLE  1.  PROPOSED  GRADE  SEPARATION  PLANS 
D.,  L.  &  W.  Elevation. 

D.,  L.  &  W.  Detour  Plan  through  Butternut  Creek,  using  N.  Y.  C.  “  Scheme  X  ”  or  other 
Union  Station  freight  via  Syracuse  Junction  route. 

Grade  Crossing  Commission,  Scheme  “  X.” 

N.  Y.  C.  “  Scheme  X,”  maximum  development. 

West  Shore  Elevation.  Station  at  Canal  and  Townsend  Streets. 

All  Canal  Location  for  N.  Y.  C.  and  West  Shore.  Station  between  Orange  and  Almond 
Streets. 

Contiguous  Plan,  Canal  location.  Both  N.  Y.  C.  and  D.,  L.  &  W.  Stations  at  Niagara  Street. 
Two-level  Union  Station  location,  N.  Y.  C.  depressed.  D.,  L.  &  W.  elevated. 

Northerly  location  via  Syracuse  Junction  Railroad.  Station  at  Salina  \’illage,  Iron  Pier. 
Mayor  Will’s  modification  of  northerly  location.  Reverse  curve  and  station  on  Salt  Lands. 
Modification  of  Northerly  Location.  Station  at  Bear  Street  on  Salt  Lands  curve. 

Intermediate  Location,  cut  and  fill,  via  Park  Street.  Station  located  on  Salt  Lands. 

Tunnel  Plan.  Station  at  West  Genesee  and  West  Streets. 

Modification  of  Tunnel  Plan  to  alternative  southerly  alignment. 

Long  Tunnnel  Plan. 

Three  Tunnel  Plan.  IMayor  Will’s  suggestion. 

Using  Erie  and  Oswego  Canals.  Station  between  IMcBride  and  Catherine  Streets. 

West  Shore  Depression  Route,  same  as  Scheme  “  X,”  except  substituting  West  Shore  right 
of  way  for  canal. 

West  Shore,  N.  Y.  C.  Elevation.  Union  . Elevated  Station  for  both  N.  Y.  C.  and  D.,  L.  &  W.  at 
West  Street  in  present  freight  yards. 

D,,  L.  &  W.  Depression,  ])resent  right  of  way. 

N.  Y.  C.  Elevation  over  Canal  bed  “  Hanging  Gardens.” 

TABLE  2.  POPULATION  OF  SYRACUSE. 

Population  Decennial  Percent 

by  Census  Increase  Increase 


1910 .  137,249  28,875  26.6 

1900 . -  108,374  20,231  23.0 

1890 .  88,143  36,351  70.2 

.  1880 .  .  51.792  8,741  20.3 

1870 .  43,051  14,932  53.1 

1860 .  28,119  5,848  26.3 

1850 .  22,271 


REPORT  OF  BION  J.  ARNOLD 


95 


TABLE  3.  ASSESSED  VALUATION  OF  THE  CITY  OF  SYRACUSE. 


Real 

Personal 

Franchise 

'I'otal 

1860  . 

. $  6,175.033 

$1,533,244 

$ 

$  7,708,277 

1870  .  . 

. .  .  10.153,113 

2,042,825 

12,195,9.^8 

1871  _ 

9,868,461 

2,459,937 

12,.528,.^88 

1872  . 

_  10.024,512 

1,929.950 

11,954,462 

1873  . 

.  10,645,637 

1,586,515 

12,2.52,152 

1874  . 

_  10,782,554 

1,528,383 

12,310,937 

1875  . . 

.  10,892,384 

1 ,533,289 

12.425,673 

1876  .  . 

.  31,415,826 

5,040,865 

.36,456,691 

1877  . 

.  27,584,130 

3,647,390 

31,231,520 

1878  . 

.  27,407,136 

3,644,557 

31,051,693 

1879  . 

.  26,109,906 

3,574,703 

29,684,609 

1880  . 

.  26,348,094 

3,072,280 

29,420,374 

1881  . . 

.  27,140,745 

2,883,173 

30,023,918 

1882  . 

.  27,652,375 

2,818,371 

30,470,746 

1883  . 

.  28,242,956 

920,223 

29,163,179 

1884  . 

.  29,142,249 

3,182,019 

32,324,268 

1885  . 

.  29,663,750 

2,995,448 

32,659,198 

1886  . 

.  31,294,265 

3,014,375 

34,308,640 

1887  . 

.  34,853,955 

3,136,091 

37,990,046 

1888  . 

.  36,722,250 

3,056,855 

39,779,105 

1889  . . 

.  37,847,663 

3,013,292 

40,860,955 

1890  . 

.  .  40,079,969 

3,091,466 

43,171,435 

1891  . 

.  41,661,178 

3,380,389 

45,041,567 

1892  . . 

.  42,875,099 

3,328,296 

46,203,395 

1893  . 

.  44,014,294 

3,754,401 

47,768,695 

1894  . 

. .  44,827,410 

3,838,205 

48,665,615 

1895  . . 

.  61,410,315 

3,478,585 

64,888,900 

1896  . . 

.  63,326,520 

3,391,845 

66,718,365 

1897  . . 

.  64,950,956 

12,860,547 

77,811,503 

1898  . . 

.  67,531,651 

10,537,358 

78,069,009 

1899  . 

.  71,340,137 

11,876,570 

83,216,707 

1900  . 

. .  78,848,305 

8,948,461 

3,245,400 

91,042,166 

1901  . 

. .  77,936,260 

6,019,743 

3,148,100 

87,104,103 

1902  . 

. .  77,384,690 

5,439,290 

3,437,600 

86,261,580 

1903  . 

.  76,328,109 

4,317,425 

3,627,600 

84,273,1.34 

1904  _ 

.  77,654,511 

5,133,375 

3,702,400 

86,490.286 

1905  . 

.  78,560,816 

4,715,705 

3,828,600 

87,105,121 

1906  . 

.  .  80,797,659 

5,084,755 

5,027,225 

90,909,639 

1907  . 

.  84,056,574 

4,452,780 

6,079,725 

94.589.079 

1908  . 

. .  86,454,101 

4,511,105 

6,769,055 

97,734,261 

1909  . 

.  89,644,338 

4,645,155 

6,966,000 

101,255,493 

1910  . . 

.  93,844,247 

4,468,080 

7,186,200 

105,498,527 

1911  . . 

.  97,292,828 

5,004,490 

7,695,900 

109.993.218 

1912  . 

124,640,852 

5,045,053 

7,296,150 

1.36.982,055 

1913  . 

. .  124,625,480 

4,945,000 

7,901,460 

1.39,471,940 

1914  ..  . 

.  129,103,427 

4,730,550 

8,067,540 

141.901.517 

1915  . 

.  .  132,216,038 

4,660,808 

7,234,810 

144.111.656 

96 


REPORT  OF  BION  J.  ARNOLD 


TABLE  4.  BONDED  DEBT  OF  THE  CITY  OF  SYRACUSE 


P>onded  Del)t 
(  Exclusive  of 
W  ater  Bonds ) 

Bonded  debt  April  1,  1890  . .  $  1,438,500.00 

Bonded  debt  April  1,  1895  .  5,056,500.00 

Bonded  debt  January  1,  1900  _ 6,266,500.00 

Bonded  debt  January  1,  1904  .  7,052,150.00 

Bonded  debt  January  1,  1905  .  7,366,050.00 

Bonded  debt  January  1,  1906  .  7,316,600.00 

Bonded  debt  January  1,  1907  .  7,669,150.00 

Bonded  debt  January  1,  1908  .  7,881,950.00 

Bonded  debt  January  1,  1909  .  8,580,493.21 

Bonded  debt  January  1,  1910  .  9,054,062.23 

Bonded  debt  January  1,  1911  .  9,318,595.35 

Bonded  debt  January  1,  1912  .  9,683,597.76 

Bonded  debt  January  1,  1913  .  9,966,706.96 

Bonded  debt  January  1,  1914  .  9,909,487.92 

Bonded  debt  January  1,  1915  . 10,102,368.88 

Bonded  debt  January  1,  1916  .  11,150,990.14 


Inc.  10  years,  52%.  Bond  limit,  1916,  $14,670,084.14. 


IMargin  between  debt 
and  Constitutional 
Limit 

$2,569,496.00 

1,084,531.00 

907,513.00 

943,420.00 

769,641.00 

922,341.00 

913,338.00 

1,131,679.00 

1,241,822.00 

1,381,971.00 

1,634,449.00 

1,640,275.00 

4,026,994.00 

4,318,207.00 

4,364,728.00 

3,519,094.00 


Note.  In  1876  the  basis  of  assessment  of  real  estate  was  advanced  from  one-third  to  full  value. 
In  1895  an  increase  of  about  $17,000,000.00  in  real  estate  assessments  was  due  to  the  necessity  for  an 
advance  in  order  to  preserve  the  city’s  bonding  ability.  In  1912  assessments  on  real  estate  were  again 
adjusted,  involving  an  increase  which  in  the  aggregate  amounted  to  about  $27,000,000.00. 


TABLE  5.  SYRACUSE  BANK  CLEARINGS 


1901  . $54,171,005.96 

1902  . .  66,696,441.96 

1903  . 67,079,077.86 

1904  .  64,910,868.00 

1905  . 76,844,169.47 

1906  .  87,969,713,61 

1907  . -  110,225,487.74 

1908  . 102,893,851.69 

1909..  .  109,388,111.78 

1910  . 120,125,780.64 

1911  .  125,200,960.49 

1912  .  138,644,019.33 

1913  . - . .  154,702,902.89 

1914  .  158,202,638.49 

1915  .  156,061,317.80 


Increase,  1905  to  1915,  103%. 


REPORT  OF  BION  J.  ARNOLD 


97 


BY  MONTHS 


1914  1915 

January  .  $12,963,591.06  $14,383,175.92 

February  .  11,104,378.38  11,057,360.99 

March  . . 12,035,305.46  12,479,230.79 

April  . .  13,201,326.54  13,307,762.65 

May  .  13,272,208,49  14,007,968.35 

June  . 12,930,505.98  13,980,111.04 

July  . -  15,137,148.68  14,984,634.78 

August  .  -  11,501,597.85  11,874.202.11 

September  . 12,274,967.08  12,755,397.42 

October  _ 14,758,403.89  14,138,787.96 

November  . 13,787,670.84  12,779.745.36 

December  . .  13,074,213.55  12,454,257.12 


Totals  _ _ $156,061,317.80  $158,202,634.49 


TABLE  6. 

ERIE  CANAL  TONNAGE 

DELIVERED 

TO  TIDEWATER 

Year 

Tons,  Erie 

Year 

Tons,  Erie 

1876... 

. 1,971,106 

1895 .  . 

. 1,120,300 

1877... 

. . 2,475,920 

1896 . . 

. . 1,673,150 

1878... 

. 3,116,645 

1897 _ 

_ 1,480,000 

1879... 

. . . 2,780,174 

1898 .  . 

.  .1,207,436 

1880.  .. 

. 3,466,900 

1899 . . 

. 1,143,150 

1881... 

. . 2,572,800 

1900.  . 

.  854,200 

1882.  . 

. 2,915,480 

1901.  . 

.  864,420 

1883... 

. .  .2,209,000 

1902. . 

.  857,000 

1884... 

. 2,341,750 

1903 . . 

.  758,241 

1885... 

. . 2,146,200 

1904 . 

.  539,644 

1886... 

. . 2,656,000 

1905 . 

.  654,000 

1887... 

. . . .  .2,544,325 

1906 . 

.  701,000 

1888  .  . 

. .  . 1,984,000 

1907. . 

. .  560,524 

1889... 

. 2,030,836 

1908 . 

. .  548,622 

1890.  .. 

. . 2,264,765 

1909 . 

.  428,000 

1891... 

. 1,737,820 

1910 . . 

.  419,247 

1892.  .. 

. . .1,826,480 

1911 . .  . 

.  273,000 

1893.  .. 

. 2,141,000 

1912 . 

.  213,270 

1894... 

. . 1,981,700 

1913 . 

.  222,000 

98 


REPORT  OF  BION  J.  ARNOLD 


TABLE  7. 


CANAL  TONNAGE  MOVED  ON  ERIE 


AND  OSWEGO  CANALS 


Year  Erie  Oswego 

1876  .  2,418,422  370,330 

1877  .  3,254,367  319,327 

1878.  .  .  .  3,608,634  257,254 

1879 . 3,820,027  333,713 

1880. .  4,608,651  427,863 

1881  .  . 3,598,721  394,542 

1882  . 3,694,364  445,295 

1883  .  3,587,102  276,350 

1884  . 3,389,555  260,541 

1885  .  3,208,207  213,070 

1886  _ 3,808,642  186,484 

1887.  .  3,840,513  176,177 

1888  .  3,321,516  134,078 

1889  . 3,673,554  170,078 

1890  .  3,303,929  225,936 

1891  . 3,097,853  161,426 

1892  . 2,978,832  90,886 

1893  . .  3,235,726  92,634 

1894  . .  .  3,144,144  98,843 

1895.  . 2,356,084  64,154 

1896  .  2,742,438  57,245 

1897  . 2,584,906  53,537 

1898  . .  2,338,020  47,662 

1899  .  2,419,084  49,373 

1900  _  2,145,876  31,742 

1901  .  2,257,035  43,210 

1902. .  2,105,876  143,707 

1903  . 2,414,018  184,434 

1904  . 1,945,708  170,342 

1905.  .  1,999,824  178,777 

1906  .  2,385,491  172,228 

1907.  . .  2,415,548  143,277 

1908 . .  2,177,443  92,831 

1909.  .  2,031,307  121,717 

1910  .  2,023,185  110,079 

1911  . .  2,031,735  113,891 

1912... . 1,795,069  83,580 

1913.  .  1,788,453  61,554 


99 


REPORT  OF  BION  J.  ARNOLD 


TABLE  8.  DISTRIBUTION  OF  CANAL  TRAFFIC  AND  SYRACUSE  TONNAGE 


1  onnage  Separated  into  Principal  Commodities  for  .All  Canals 


I  onnage  carried  on  Erie 
Canal  to  and  from 


Lumber  . 

1890 

1903 

1913 

393,000 

Syracuse 

1903  1913 

W'ood  . 

Q7  9nn 

4^9, ZUU 

33,800 

159.900 
1,400 
2,700 

144.900 

10,500 

2,400 

Pulp  wood 

.  y/ fZvu 

5,300 

111,000 

3,400 

Ashes  .. 

5,000 

Pork,  cheese,  butter 

Wheat  and  flour 

Other  gprain 

9,900 

88,400 

130,600 

1,600 

2,100 

9,700 

400 

Apjfles  .... 

9no 

099, /UU 
2,200 
9,700 
31,700 
51,000 
111,600 
17,100 

26,900 

2,300 

Potatoes  .  . 

.  ZU»J 

1,442 

1,100 

1,400 

Flaxseed 

1,789 

1,700 

Other  agricultural  products 

Salt  .... 

.  2,^00 

Q  ?  9nn 

26,800 

7,500 

1,800 

100 

Pig  iron  . 

. 

5,900 

48,800 

34,500 

Iron  ware  .. 

.  oy^ouj 

23,500 

Iron  and  steel 

ouu 

4,100 

64,500 

12,800 

160,000 

146,600 

899,000 

16,100 

733,400 

101,700 

59,700 

400 

9,300 

100 

Sugar  .. 

1  A  900 

700 

200 

Coffee  .. 

. 

1  nn 

Other  merchandise 

Ice  ... 

.  1  uu 

124,700 

29,300 

27,500 

Stone,  lime,  clav  * 

Phosphate  . 

Coal  ... 

Q  ^o  oon 

51,400 

1,094,100 

8,500 

22,100 

110,500 

700 

11,600 

98,300 

600 

Iron  ore 

.  oOU,UUU 

394,900 

141,300 

76,900 

Sundries 

39,900 

Total  (all  canals'). 

Portion  hv  Erie 

Portion  by  Oswejro 

*  Probably  sand  also. 

11,450 

2,800 

(63</c  ) 

(2990 

3,615,400 

2,414,018 

(679f) 

184,400 

(5%) 

2,602,035 

1,789,000 

(69%) 

61,500 

(2.4%) 

410,400 

266,100 

100 


REPORT  OF  BION  J.  ARNOLD 


TABLE  9.  DISTRIBUTION  OF  CANAL  TRAFFIC  DELIVERED  TO  HUDSON  TIDEWATER 


1876.. 
1877.  . 

1878.. 

1879.. . 
1880  . 

1881. 

1882.  . 

1883. 

1884.  . 

1885.. . 

1886.. 

1887. 

1888. 

1889.. 

1890.. 
1891 

1892.. 

1893.. 

1894.. 

1895.. 
1896. 

1897.. 

1898.. 

1899.. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

1906. 

1907. 

1908. 

1909. 
1910 

1911. 

1912. 

1913. 


Total  Tons  of  Each  Class  of  Articles  Came  to  the  Hudson  River  from  the  Erie  and 


Champlain  Canals,  1876-1913,  Inclusive. 


Products  of 

Other 

Total 

The  Forest 

Agriculture 

Manufactures 

Merchandise 

Articles 

Tons 

890,725 

906,483 

44,268 

4,364 

580,342 

2,426, 182 

978,366 

1,362,700 

53,545 

5,341 

586,860 

2,986,812 

1,120,666 

1,833,266 

56,108 

7,367 

619,694 

3,637,101 

1,043,970 

1,710,539 

46,928 

15,299 

469,440 

3,286,176 

1,202,207 

2,090,283 

39,397 

30,264 

705,251 

4,067,402 

1,367,938 

1,165,347 

53,013 

15,466 

464,085 

3,068,359 

1,397,816 

1,024,318 

61,876 

24,154 

559,988 

3,068,152 

1  403,174 

1,234,463 

47,910 

27,798 

449,152 

3,162,497 

.1,097,450 

1,284,213 

1,054,041 

949,870 

56,899 

61,912 

45,538 

48,185 

377,259 

371,039 

2,631,190 

2,715,219 

1,202,190 

1,400,301 

50,704 

65,988 

495,708 

3,215,177 

1 ,206,279 

1,412,166 

52,566 

21,710 

466,202 

3,158,923 

1  074,279 

972,746 

73,027 

20,364 

444,245 

2,584,661 

1,065,747 

976,660 

75,250 

16,428 

489,751 

2,623,836 

1,086,408 

901,407 

65,098 

524,179 

447,673 

3,024,765 

817,228 

980,612 

51,524 

53,924 

383,549 

2,286,855 

997,436 

784,052 

865,958 

1,348,103 

71,380 

37,972 

53,946 

46,526 

347,799 

313.192 

2.366,519 

2,565,845 

...  676,155 
649,605 

1,189,935 

442,595 

58,646 

96,356 

103,430 

40,306 

228,729 

374,883 

2.256.895 

1.603,745 

603,545 

963,253 

84,605 

35,107 

386.868 

2.073,378 

634,618 

633,753 

108,871 

32,830 

486,146 

1.878,218 

527,830 

552,054 

94,465 

27,239 

342,985 

1,544,0/3 

584,668 

465,266 

114,659 

17,771 

482,853 

1,665.217 

444,719 

369,984 

112,960 

15,193 

397,775 

1.340,631 

382,822 

429,356 

75,803 

11,257 

355,165 

1,254,403 

...  336,242 
296,425 

407,281 

417,418 

88,804 

111,132 

9,701 

7,617 

361.056 

325.947 

1  ,203,084 
1,158,539 

253,525 

328,517 

292,756 

302,173 

119,837 

116,057 

4,250 

6,446 

268.323 

317.150 

938,691 

1,070.343 

320  177 

374,422 

118,880 

6,553 

261.040 

1,071.072 

232,625 

329,707 

65,680 

5,357 

236.252 

869.621 

155  507 

255,925 

80,984 

4,880 

358,624 

855,920 

....  197,667 
200,807 

269,031 

301,646 

113,850 

103,448 

10,500 

9,216 

202,959 

146,143 

794,007 

761,260 

191,649 

277,168 

99,864 

4,107 

135,468 

658,256 

222  168 

111,056 

89,069 

4,933 

91,390 

518,616 

166,805 

132,782 

64,709 

7,578 

127,485 

499,359 

REPORT  OF  BION  J.  ARNOLD 


101 


Date 

May  . 

June  . 

July  . 

August  . 

September 
October  ... 
November 
December 

Total  . . 


TABLE  10.  SEASONAL  VARIATION  IN  LOCKAGES,  ERIE  CANAL 

NUMBER  OF  LOCKAOKS,  1913 
Lock  No.  3  Lock  No.  46  Lock  No.  19  Lock  No.  50  Lock  No.  66 


W  aterford  W.  Utica  Syracuse  \V.  Syracuse 


357 

534 

570 

452 

496 

405 


2814 


701 

886 

890 

801 

763 

556 


4597 


716 

896 

846 

867 

863 

644 


4832 


679 

881 

850 

786 

727 

550 


4473 


565 

867 

781 

725 

610 

510 


4058 


Tonawanda 

Lock 

455 

816 

1211 

1175 

802 

493 

406 


5358 


TABLE  11. 


Year 

1860. 

1870. 

1880. 

1883.. 

1886.. 
1888.. 

1890.. 

1893.. 

1896.. 

1903.. 

1911.. . 

1913.. . 


CANAL  CLEARANCES  AND  SYRACUSE  TONNAGE 

Number  of  Clearances  Issued  at 

Syracuse  Osweg'o 

.  4,017  6,263 

. .  4,459  3,955 

. 3,644  2,241 

.  4,493  1,809 

. . 4,986  1,281 

.  4,765  815 

■  .  5,530  960 

. 3,229  664 

.  4,478  318 

.  5,254  706 

.  4,048  383 

.  4,362  _ 


tonnage  carried  on  OSWEGO  CANAL 

Year 


1887. 
1890. 
1896. 
1900. 
1903. 
1911 
1913. 
* 


198,300* 
114.000* 

_  59,500* 

Mostly  sand,  cement,  stone  and  steel  for  Barge  canal 
construction. 


Cleared 

176,200 

225.900 
56,600 
31.700 

184,400 

113.900 
61.500 


Del  ivered 
38,900 
32,000 
41,100 


number 


tons  way  freight  from 

VIA  ERIE  C.\N.\L 


AND  'I'O  S^'R.VCUSE 


^’ear 

1890. 

1896. 

1903. 

1913.. 


WYst 

273,700 

138,000 

192.900 

126.300 


Iv'ist  b'ast  and  West 
314.400  588,100 

183,100  .121.700 

217.500  410,400 

139,800  266.100 


k 

k 

»> 

' 

k 

•> 

k 

*5 

<0 

W£3T 


□gn 

CLIUTOM 

SQUARE 


WASHINOTOfi 


TRACKS 


COVERED 


$ 

£A:>t 

Note  N.YC.  cfepresaecf*  to  t>o<t  of  cartot  anrf  r'coedt.d  to  West  5t) 
D  L  t  W-  cl  e  V  a  t  c  d  ,  3  t  racks.  StetLcnss  opposed. 


Prepared  by  City  Plan  Commission 
From  Plan  of  Heniy  C.AI  len,  Er?^. 
Scale  -  200'  =  i" 


I^N.  Y  C. 

fes'si 


DEPRESSED 

3^' 


canal 


BED 


* 


F16URE-15 


Contiguous  Plan 

N.Y.C.-D.L£.W.  STATIONS 

ACCOMPANYING  THE  REPORT  OF 

BION  J.  ARNOLD. 
RAILROAD  ORADE  SEPARATION 
CITY  OF  SYRACUSE,  N  Y. 


,  Mil 


k 


Col  lamer 


lAmboy^l 


racu 


GRADE  SEPARATION  PLANS 

PLAN  e 

STATION  AT  NIAGARA  3T 

Accompanying  Report  of 
BioN  j  Arnold 
TO  Graof  Crossing  Commission 
SrRACUSE  NY 


W!  33  V!  n  e 


figure  t 


GRADE  SEPARATION  PLANS 

PLAN  rti 

THREE  TUNNEL  PLAN 

Accompanying  Report 
Bion  j.  Arnold 
TO  Grade  Crossing  CoMMissiow 

SYRACUSE.  NY 
1516 


V] 


V>^iVv 


,fx-^ 


TiT 


Tsrrr 


"vA- 


v'S:: 


i/»  (2J»DC,  nsonti^'^^rKtCM 

grow 

YCCowbVMAina  i^eboffx  g% 

.';  k.r^vtixx  >  .  v'  I 

e»^VD£  bTW? 


i'A- 


r’'tZ- 


TV) 


,'  •  <■* 


iCT 


m 


"U 


.  V..  T>> 


I  Av/ 


^vlWt^  7^’ 


f^; 


kr  :■ 


-3<^* 


'^'‘■11 


r^  .iA-  A 


-^-r*  ■» 


HV', 

''W  (  1 '  I 


T^=>»4r* 


n  :,W 


:p 


i*£t'; 


*i‘»' 


lun 


'W- 


•A. 


>».  il 


A 


S'y#«rj 

cf  r//£ 

4^‘’‘^  '''^;'iw,s  <( 

^  r  A  "^  '  ■  •  .^  '■  '!'?*  ■;»*• 

■''T.;) 


V 


'('  / 


N. 


/'s‘ 


.V' 


■A 


\  ' 


t  .*  <>(  '( 

/  h  1  |Cou< 

</'  •  "I  ::• 


.  \ 


r-  - 1  iH  \  : 


/' 


A 


>,Hs^  . 


-H "  *■ 


•<, 


.  **i  o"-  ^ 


■  -A-  i 

TTeTfKrt  ■ 


racu^ 


iColla^ner 


raoj 


yg//^ 


'ettevilje 


GRADE  SEPARATION  PLANS 

RLAN  I 

STAT/ON  AT B£Af^  AND  N.CUNTOr>i & 

Accompanying  Report  or 
BioN  J  Arnold 
TO  Grade  Crossing  Commission 

SYRACUSE.  N  Y 


'Jarnesvjite 


/w%  \ 

v^V  , 

*”.*  * 

'  i>.; 

n  .  •« 

.  .» 

■ 

^  j^H 

:i‘ 


/  V\ 


iO 

glOiH  I' 'SjKM 
yCCQt4>^MA,«J4f 

W  HOi^V  tQCV  ^  AOblC 

'  \  .<4prW/t^^  ->|f  '  1 4r 

-Tr.. 

T>.>  -r 


'  •i 


•,V'  ■ 


'  Vi 


V:-; 


4^' 


,7. 


t  jJV.--- 


;•  ivJvv.^ 


•  iV 


?71^ 


■^i 


>  . 


'  fc-A 


m 


■'^1 


THE  U8RW 
.  Bf  TIE 


■3V 


,-.4 


Fmi; 


N. 


VI  V  1  Xa 


Hif 


& 


V. 


/c 


• '  I. 


r 


M 


■J^l 


4 


.£li 


k  ■■ 


'2^. 


Afv  <:/■■ 


r 


<l 


t*rqwo. 


-^ratlvi^o 


v  'ttVl 


GRADE  5EPARAT/0N  PLANS 

RLAN  C 

STATI  on  at  “TOWNSEND  ST. 

Accompanying  Report  of 
BioN  J  Arnold 
TO  Grade  Crossing  Commission 

STRACUSE.  NY 


i^r-VOt 


■  I 


.<  .^^4i 


lIMfiOAlIt* 


'  c>.^  Vk6>^oro  -  '  ■ 

.  V:,:ailic  ;:cjt>oKJ  '  ^ 

'’  ■  bn-'i/.i../, 

;tt^liVj.;<.)X  b"' 


f^oodwo^ 


/DCiQGO^ 

H^rnoDD' 

.m!,,  nao 


iuLiGiUQi 


F)eUR£'3 

IDEAL  PLAN-XP 
ACCOPmwfiNe  the  report  or 
BION  d  ARNOLD 
RAILROAD  SRADE  SEPARATION 

SYM>«ei>4K  N.V 

CITY  OF  SYRACUSE 

ELIMINATION 


fA.Y.C  B' 

D-l-k> 

N.VC' 


LgCENO 


lAiOk/TB^uNO  Fngi 


W<«»  j* 
Oulw.t 


MAIN  LINES 

YVy©  T<?ACH9 

NV  CBNTRAIt.  -=— =» 


romAte  YOA  - 

'  du.OC'' 

rtT«AC«»»*CMeNA<sso6«.T»»< 


CRAPE  CROSSINGS 


we6T3Mowc 
Caivac^t  ‘ 


im  YAA06 


YtAM  tracks  - 

NEW  STHEET5 


fleserj^ir 


OlA  w.  y«am  1 
fw.Y.C.  XwoyaTAiA 

NYC  Wain  Li'*® 
wearSnoAC  “ 


I'  ■»'*  ‘ 


PF  Tfi£ 


«• 


0ih.' 


I 


■Eiel 


< 


t 


ini: 


'■'/rn 


•  flr  ■/,;. 


.r/*T> 


‘V 


/ , 


